Council Minutes 15 March 2010-Reports on freight

MINUTES OF THE
COUNCIL MEETING
HELD ON
MONDAY, 15 MARCH 2010
RELEASED TO THE PUBLIC ON THURSDAY 18 MARCH 2010

COUNCIL MEETING MINUTES 15 MARCH 2010
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8.5 TRUCK MOVEMENTS ON LOCAL ROADS AND THE
EFFECTS OF VICTORIA’S FREIGHT STRATEGY, FREIGHT
FUTURES, ON DAREBIN
MINUTE NO. 97
AUTHOR: Senior Transport Engineer - Wal Cichocki
MANAGER: Manager Major Projects and Transport - Nick Mazzarella
BUDGET
IMPLICATIONS: Nil
SUMMARY:
This report addresses two Council requests for reports on matters related to freight in Darebin. It
summarises the issues related to commercial goods transport vehicles on roads in Darebin and
considers implications on Darebin of Freight Futures, the Victorian freight strategy.
CONSULTATION:
Municipal Association of Victoria (MAV)
Victorian Road Freight Advisory Council (VFAC)
Victorian Freight and Logistics Council (VFLC)
National Transport Commission (NTC)
VicRoads
Visy Logistics (Clayton)
City of Yarra
Moreland City Council
Banyule City Council
City of Whittlesea
COUNCIL RESOLUTION
MOVED: Cr. T. Laurence
SECONDED: Cr. S. Chiang
THAT:
(1) Council note this report.
(2) Council, in facilitating safe and efficient movement of freight in Darebin, support
Freight Futures – the Victorian freight strategy.
(3) Council continue discussions with VicRoads and stakeholders in relation to
obtaining support in implementing the Freight Futures action plans, in particular:
(a) Assessment of local roads for suitability of freight access.
(b) Funding of measures to address possible impacts on local roads and related
infrastructure.

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(4) Council write to Municipal Association of Victoria:
(a) In support of the national transport reform and the introduction of SMART,
Higher Productivity Vehicles (HPV), subject to:
i. Council retaining control over the heavy vehicle access on Darebin’s
local roads network.
ii. Formation of an agency to inform and assist Council with specific freight
related matters.
iii. Establishment of a compliance framework to ensure heavy vehicles only
travel on approved roads.
(b) In support of the introduction of the new road classification system based on
Performance Based Standards, subject to securing government commitment
for funding to assist local Councils with related improvements to local roads.
(c) In support of a need for nominating an agency to collate information and
maintain a central database on heavy vehicle access.
(5) Council commence a community information and engagement campaign on issues
related to freight, with publishing of adequate brochures and introducing in
Darebin News a regular section dedicated to freight.
(6) Council develop a comprehensive strategy for managing freight in Darebin.
CARRIED
REPORT
BACKGROUND
Implications Of State Government Freight Strategy For Darebin
At the 16 March 2009 Council meeting, it was resolved that:
‘Council officers report back to Council on the implications on Darebin of the recently
released State Government Freight Strategy. The report should also consider the suitability of
large truck movements, such as B-double trucks on Council’s local road network.’
Council was provided a preliminary briefing on Freight Futures on 10 August 2009, and this report
will provide further details as requested.
Proposed Code Of Conduct For Owners And Drivers Of Heavy Vehicles In The North West
Reservoir Area
At the 6 April 2009 Council meeting, it was resolved that:
‘(1) Council write to Visy and other local ‘end users’ of B-Double permits in Reservoir to
seek their views on the development of a ‘code of conduct’ for their drivers and their
contractors who are using B-Double trucks.
(2) Council officers submit a report on how local residents in the affected area of north-west
Reservoir can be surveyed on their views regarding a ‘code of conduct’ in relation to the
use B-Doubles in the area, eg. householder letter or insert in ‘Darebin News’.

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This report will respond to these items.
Local Area Traffic Management Study
At the 15 June 2009 Council meeting, it was resolved that:
Council officers report back to Council in relation to conducting a new Local Area Traffic
Management study between Massey Avenue, Broadhurst Avenue and High Street and
Mahoneys Road given the increased use of these and surrounding streets for trucks and other
speeding traffic avoiding High Street.
Although this request is related to freight in Darebin, it will be responded to in a separate but related
report - see Report No. 8.6 on this Council Agenda Paper.
CORE ISSUES
Implications Of State Government Freight Strategy For Darebin
Due to the population and economic growth and increasing consumer expectations, the freight task is
rapidly expanding across Australia and overseas. It is estimated, that the number of tonnes of freight
moving around Melbourne by road will double by 2030 from today’s levels. Figure 1 below shows
the projected increase of road share in the Australian domestic freight task.
Figure 1. Australian domestic freight task forecast (source: Bureau of Transport and Regional Economics)
Heavy road vehicles are currently the only transport mode that offers flexible door-to-door service
capable of handling small shipment sizes. Considering the above, the impact of freight growth is
likely to be the greatest in urban areas, where majority of roads are managed by the local government.

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Industry and governments respond to the growing freight task in a variety of ways that include
research on smart technologies, development of adequate operational improvements, action plans and
policies, regulating and legislation. Examples include:
x Encouraging operators to participate in the National Heavy Vehicle Accreditation Scheme
(NHVAS) to secure industry’s compliance with safety standards and procedural requirements.
x Research and development towards matching heavy vehicles to road and to safe and efficient
operations under the Performance Based Standards (PBS) scheme.
x Developing ‘smarter’ vehicles capable of taking more load and manoeuvring around difficult
roads with less impact on local amenity and the environment.
x Introducing a new road classification scheme (access Levels 1 to 4) to accommodate changing
truck profiles.
x Conveying responsibility for managing the growing freight task to all stakeholders (‘Chain of
responsibility’).
x Responsible management of freight movements and development of ‘codes of conduct’ for
freight operators to match with the ‘Safe System’.
x Developments in freight related technology, eg. interactive map portals for drivers for advance
journey planning, or intelligent access programs (IAP) to monitor compliance with permit
systems.
x Review of freight charges (e.g. ‘incremental pricing’) to secure freight industry’s contributions
towards compensating for ‘wear and tear’ of roads.
x Consultation and exchange of information with community and stakeholders (e.g. ‘Freight
Weeks’ and forums coordinated by Victorian Road Freight Advisory Council).
x Mass management compliance
x Fatigue Management Legislation
x Eco driver training and emission control
x Legislating towards national consistency of freight.
Further details of these actions are provided in Appendix C.
Freight Futures
Freight Futures is a Victorian transport plan that seeks, through a number of goals, objectives and
priorities, to respond to freight challenges by the planning, delivery and management of Victoria’s
principal freight network. The key goals, objectives and priorities of Freight Futures include:
x To ensure availability of sufficient capacity of the freight network while maintaining its
efficiency and sustainability.
x To facilitate efficient movement of freight by reducing the costs and improving reliability.
x To deal with and manage any adverse impacts.
x To optimise the integration and use of infrastructure.
x To improve regulatory arrangements.
x To manage community and environmental impacts to mitigate the negative effects of freight
growth.
In responding to challenges and addressing the three key goals: efficiency, capacity and sustainability,
Freight Futures sets out 20 strategic directions.

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The following Table lists all these directions and indicates their effects on Darebin:
Table 1. Strategic directions from Victorian road freight strategy, Freight Futures, and their likely
impacts on Darebin.
Direction Major/
direct
Intermediate Minor or
no effect
Direction 1: Identify and develop a Principal Freight
Network for Victoria
9
Direction 2: Identify and develop Freight Activity Centres 9
Direction 3: Plan and protect future freight corridors and
activity centres
9
Direction 4: Plan and develop a Metropolitan Freight
Terminal Network
9
Direction 5: Plan for growth in regional freight 9
Direction 6: Improve planning for the ‘last kilometre’ of
freight journeys
9
Direction 7: Invest in the Principal Freight Network –
Roads
9
Direction 8: Invest in the network and trial next generation
High Productivity Freight Vehicles (HPFV’s)
9
Direction 9: Revitalise the Principal Freight Network – Rail 9
Direction 10: Enhance commercial port efficiency, capacity
and integration
9
Direction 11: Alleviate the impact of truck movements in
Melbourne’s inner west
9
Direction 12: Support increased take up of information and
communications technology
9
Direction 13: Maximise efficient use of the Principal
Freight Network
9
Direction 14: Minimise the amenity, environmental and
Climate change impact of freight transport
9
Direction 15: Enhance the safety and security of freight
transport
9
Direction 16: Undertake regulatory reform and reduce the
regulatory burden
9
Direction 17: Implement improved governance
arrangements for ports
9
Direction 18: Establish governance arrangements for the
Metropolitan Freight Terminals Network
9
Direction 19: Actively manage access for vehicles carrying
over-dimensional loads
9
Direction 20: Implement a new freight data collection and
analysis capability
9
The most applicable directions to Darebin are:
x Direction 6: Improve planning for the ‘last kilometre’ of freight journeys

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o The Municipal Association of Victoria is coordinating discussions between stakeholders
on ways of managing freight access to local roads. This is to assist the local government
with the planning for the ‘last kilometre of freight travel’ and developing measures to
address the adverse effects of expanding freight access. A proposal for gazettal of only
these roads, which would be accessible by freight subject to permit, is currently being
considered by the industry. Technical reports do not see the increased loads on road
pavement as a significant issue. However assessment of Darebin roads and related
infrastructure for improvements such as pavement strengthening or modifications to
traffic management devices may be necessary.
o One way of easing daytime on-road congestion currently explored by commercial
operators is extending activities into evening hours. This is likely to increase the ‘after
hours’ presence of trucks on local roads with adverse effects on residential amenity. New,
quiet advanced heavy vehicles are being developed to tackle these effects.
o Some statutory changes to Darebin Planning Scheme may be required following advice
from the state. This is to protect the future freight corridors and to ensure that the land use
and development decisions in these areas contribute to the objectives of Freight Futures.
For example, freight access to activity centres and commercial zones may need to be
reviewed.
x Direction 15: Enhance the safety and security of freight transport
o Various road and vehicle safety schemes supported by intelligent technologies are being
developed and implemented by the industry to enhance safety and security. Under its role
in the chain of responsibility, Darebin Council will need to contribute to enhancing the
on-road safety for freight transport by providing road environment that reduces safety
risks, hazards and obstacles and minimises driver fatigue. Adherence to recommended
road safety standards in the planning, design, maintenance and other related activities will
continue to play important role. Council will need to consider, to a greater degree, the
requirements of freight in its relevant corporate strategies, policies and guidelines and
improve community and corporate awareness about the freight safety issues. Cooperation
with regulatory bodies and industry on safer vehicles, safer travel and safer roads need to
continue within the framework of the arrive alive! Victorian Road Safety Strategy and the
forthcoming National Road Safety Strategy. Broad application of the Intelligent
Transportation Systems (ITS) schemes such as the Intelligent Access Program (IAP) will
contribute to ensuring industry’s compliance with requirements for safe and efficient
progression of freight on our roads. Council, subject to further advice, may wish to
consider IAP as a condition of access in future assessments of freight applications.
x Direction 19: Actively manage access for vehicles carrying over-dimensional loads
o Council follows relevant guidelines in assessment of oversized loads vehicles, special
purpose vehicles and cranes. Assessments involve on site visits, inventory of
infrastructure condition and evaluation of the ‘road envelope’. Council may be required
to adjust its procedures and processing methods subject to introduction of the new
guidelines. New requirements may have effect on demand for time and resources. It may
be necessary to consider introduction of assessment processing fees.
The strategic directions of Freight Futures and emerging issues are likely to have an effect on many
service units at the City of Darebin such as Transport Management and Planning, Asset Strategy,
Roads Infrastructure, Strategic and Statutory Planning, Amenity and Enforcement and Capital Works
Management.
Council will need to participate in the on-road space and access time management schemes to improve
road use efficiency. Statutory planning, development and land use decisions will need to contribute to
the objectives of Freight Futures.

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Industry may expect Council’s assistance with implementation of smart vehicle tracking technologies
or testing of hybrid vehicles on local roads. Council may also need to contribute to the freight network
data collection systems to assist authorities with development of a comprehensive freight database.
VicRoads and industry will expect Council’s contribution to the reviewing and classifying freight
corridors, hubs, activity centres and planning precincts and their inter-connections in supporting the
Metropolitan Freight Network.
Future development of the interstate rail terminal at Donnybrook/Beveridge is likely to add freight
trips to the Darebin’s road network (Appendix A). Consolidation of major freight activities to a
limited number of corridors and hubs (Altona/Laverton, Somerton and Dandenong) is likely to result
in greater concentration of freight movements along the principal corridors, north-south in particular.
It could have a positive effect on reducing growth in truck traffic on these roads in Darebin that
provide for local access. However it is more likely to result in net increase of the overall number of
heavy vehicles in Darebin. High numbers of B-doubles, larger rigid and oversize vehicles (largest
trucks, defined as Class 10 and over, see Appendix D) will most likely seek to travel on Darebin
roads. This is likely to increase demand for road maintenance and traffic management.
The resulting growing demand for freight assessments is likely to be gradually compensated by
progress towards national consistency of the freight industry.
Improvements in the vehicle and related technologies, in work practices, implementation of intelligent
transport systems, improved compliance following conscious participation in ‘codes of conduct’,
better cooperation of stakeholders within the ‘chain of responsibilities’ and better understanding of
freight by the community are expected to contribute to improving freight related on-road safety.
On balance, the Freight Futures will have positive wide-spread effects on a range of activities in
Darebin. By adopting directions and relevant actions of the Freight Futures, Darebin will contribute
to the overall enhancement of transport efficiency and therefore savings in freight costs which will
translate to cheaper consumer goods and better perception of freight by the community.

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The summary of effects of Freight Futures on Darebin and actions that may be required is provided in
the following Table:
Table 2. Summary of selected effects of Freight Futures on Darebin and possible required actions.
STAKE-
HOLDER
EFFECTS ACTIONS
WITHIN COUNCIL
Transport
Management
and Planning
Efficiency of freight network.
Consistency of freight corridors and
freight activity centres with the road
classification.
Coordinated management of freight
access.
Compliance with Freight Futures
directions.
Participate in evaluating freight corridors and activity
centres.
Contribute to Victorian ‘best practice’ manual for
‘last kilometre’ freight delivery solutions.
Assess access to road network for heavy vehicles.
Assess short connection property access.
Strategic and
Statutory
Planning
Coordinated planning for freight access.
Land use activities compatible with freight
network.
Enhanced development opportunities.
Review of Victoria Planning Provisions.
Assist state with evaluating and forward planning for
freight corridors and activity centres.
Apply reviewed principles in day-to-day activities.
Asset Strategy Compliant use.
Accessible network of roads, bridges and
structures.
Integrity and protection of assets.
Assist with establishing freight accessible road
network.
Site inspections, inventory of freight related assets
Seek funding for local roads upgrades.
Roads
Infrastructure
Likely increase in demand for maintenance
of local roads.
Site inspections, reporting, repairs.
Amenity and
Enforcement
Likely increase in demand for assessments
compensated by network improvements.
Condition inspections, recording, reporting,
enforcement.
Capital Works
Management
Demand for design of improvements on
local roads to accommodate freight.
Design and implement.
Sustainability
Unit
Consideration of freight issues in all
projects and activities.
Support trialling of environmentally sustainable
freight vehicles on local roads.
EXTERNAL
Local freight
operators
Cost savings, better efficiency.
‘Smarter’, more commodious vehicles.
Better compliance with requirements and
rules.
Enhanced investment opportunities.
Review of technical conditions checks.
Participation in freight efficiency and ‘code of
conduct’ schemes.
Better loading and maintenance regimes.
Regular training, alerts, briefings.
Local traders Greater variety of merchandise.
Faster, more efficient deliveries.
Enhanced investment opportunities.
More direct access by deliveries.
Eliminating transfers between transport modes.
Local
community
Cheaper fresher goods, better variety,
faster deliveries.
Reduced individual car travel.
Improved perception of freight.
Participating in forums and focus groups.
Assistance with freight monitoring.
Exchange of information on freight issues.
Other Improved road safety.
Economic savings.
Slower growth in congestion and
greenhouse gases emissions.
Research and development in intelligent
transportation systems.
More commodious, road fitting SMART trucks.
Legislation, regulations and agreements.
Putting more freight on fewer vehicles.
More details on industry’s response to the growing freight task are provided in Appendix D.

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Suitability of large truck movements, such as B-double trucks on Darebin’s local road network.
At the 16 March 2009 Council meeting, it was resolved that:
‘The report should also consider the suitability of large truck movements, such as B-double
trucks on Council’s local road network.’
Movements of large trucks that deliver necessary consumer goods to a whole range of local
destinations are considered vital for the economic growth of Darebin and the wellbeing of its
community. However, currently, the increasing freight activities fall short of meeting the community
expectations with respect of residential amenity.
Initiatives exist for a dialogue to improve mutual understanding between freight industry and
community, however more can be done.
Research shows, that adverse effects of presence of large, high productivity vehicles on local streets
can be minimised by a variety of methods that rely on understanding and intelligent management of
freight. Putting more freight on commodious, ‘road friendly’ vehicles operating under efficiency
enhancement schemes within the ‘Safe System’ such as Performance Based Standards (PBS) would
assist in reducing the increase in road congestion and exposure to crashes (Reference 12).
Many benefits of distributing larger quantities of goods by fewer vehicles include impediment in
growth of road congestion, economic savings and lower prices of goods due to less fuel used per unit
of freight and environmental gains expressed in reduced greenhouse gas emissions. Efforts continue to
make freight vehicles ‘smarter’, more efficient, environmentally friendly, quieter and safer.
The national crash data published by the Australian Government, Department of Infrastructure,
Transport, Regional Development and Local Government indicates, that in March 2009, the 3 year
trend in fatalities involving articulated trucks on Australian roads was dropping (-3.4% p.a.) compared
with increasing trend in fatalities involving heavy rigid trucks (+8.0% p.a.). The safety aspect and the
positive effect on moderating the increase in traffic congestion indicate that the presence of B-doubles
and the high productivity vehicles on residential streets will have relatively lesser adverse effect on
residential amenity and road safety compared with this of traditional rigid trucks (Reference 20,
Appendix G). There were few reported crashes involving trucks in Darebin. It is considered that the
controlled, orderly and safe progress of larger and ‘smarter’ freight vehicles on Darebin’s roads should
be supported. Council should retain the right to control the access to local roads.
In January 2008, VicRoads approached Council officers to confirm a proposal to list in the Victoria
Government Gazette local roads selected as accessible to B-doubles and vehicles operating under the
National Higher Mass Limits Accreditation Scheme.
Officers assessed the VicRoads proposal and agreed to gazettal of Fulham Road, between Darebin
Road and Chingford Street, Montefiore Street, Plateau Road, Newlands Road (Darebin part), Radford
Road between Edwardes Street and Vickers Street, Edwardes Street, between Radford Road and
Plateau Road. These roads are located in industrial zones and are typically used by heavy vehicles.
The gazettal of the section of Edwardes Street Road that traverses the Reservoir civic centre was not
supported. It is preferred that Council, at this stage, maintain control over heavy freight access in this
area.

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Code Of Conduct For Owners And Drivers Of Heavy Vehicles In The North West Reservoir
Area
At the 6 April 2009 Council meeting it was resolved that:
‘(1) Council write to Visy and other local ‘end users’ of B-Double permits in Reservoir to seek
their views on the development of a ‘code of conduct’ for their drivers and their contractors
who are using B-Double trucks.
A Code of Conduct is an agreement that clarifies the standards of behaviour that are expected of staff
in the performance of their duties. It gives guidance in areas where employees need to make personal
and ethical decisions.
In early 2008, Codes of Conduct for professional drivers and transport industry operators were agreed
to and signed by the Victorian Transport Association (VTA) and Transport Workers Union (TWU)
(Appendix B). The Codes, under the ‘Chain of responsibility’ concept and the Occupational Health
and Safety (OH&S) legislation, require that appropriate systems are in place within the freight
industry to manage risks related to operation of transport vehicles. Operators and drivers participate in
the scheme on voluntary basis.
Visy Logistics operates the freight services for all Visy outlets including Reservoir. In April and
December 2009 officers wrote to Visy Logistics to seek comments on the Code. During the recent
meeting held in December 2009 at the Visy Logistics office situated in Clayton, the Code and its
impacts were discussed. The following information was obtained:
Visy Logistics fully support the Code. Visy operate their own fleet of heavy vehicles and follow an
individual, specific Code of Conduct which was developed for internal use, in accordance with the
industry’s (VTA and TWU) Code. Its focus is on load restraints and on ensuring that safety audits,
OH&S meetings, training and briefings of drivers occur regularly. Weekly alerts are distributed to
branches and drivers to provide updates on requirements and issues of concern.
The extent of the comment on the Code from other businesses in Reservoir area was limited as they
are generally serviced by a variety of non-local and interstate individual operators. However the
following has been established:
The industry, in general, appears to be well aware of the Code and of the requirements to operate
freight efficiently and safely. Both drivers and operators are responsible for adherence to the Code.
However little information is available about enforcement mechanisms within individual operators.
Generally Unions have the power to act on disregard of the Code by individual drivers. VicRoads and
Victoria police issue fines for traffic offences or faulty vehicles. Council can issue notices for parking
related offences.
Codes of conduct may vary between operators but they are consistent with the broad principles in the
industry’s model Code.
It is Officers’ opinion that the Codes encourage responsible driving and improve community’s
perception of trucks however there are indications that currently, adherence - particularly in the small
individual operators’ category - is less than desirable.

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At the 6 April 2009 Council meeting it was also resolved that:
(2) Council officers submit a report on how local residents in the affected area of north-west
Reservoir can be surveyed on their views regarding a ‘code of conduct’ in relation to the use
B-Doubles in the area, eg. householder letter or insert in ‘Darebin News’.
There are indications that, currently the perception of freight industry within some groups in the
community is poor. While the transport industry’s codes of conduct play important role in improving
this perception, it is believed that further exchange of information between Council, the community
and industry is necessary.
A good way of informing and regularly updating Darebin’s community about the freight issues is to
introduce a regular feature dedicated to freight in Council’s newsletter - Darebin News. This will
provide Council with a tool for communicating to the community information related to freight and
improving widespread understanding of the complex freight issues. It is important to seek community
feedback on specific topics. Broad coverage of the newsletter in all three Wards would enable Council
to collect comprehensive information and produce a database of issues that could be considered either
in-house or forwarded to the stakeholders for consideration.
Visy expressed willingness to contribute to the dialogue between the freight industry and Darebin
community.
Specific freight concerns can also be discussed during meetings of local focus groups to which
representatives from the industry and relevant authorities can be invited.
Approaching local individuals and letter drop are considered less efficient ways of consultation, due to
the limited target population and a risk of straying away from the significant issues.
DISCUSSION
In its discussion paper ‘Higher Productivity Vehicles’ (Reference 2), the MAV recommends that local
councils support local freight access to service the first and the last kilometre of the journey.
Due to Darebin’s central positioning in the metropolitan road network (Appendix A), the impact of
freight on its roads is likely to be significant, despite the absence of major freight hubs within the
municipal boundaries.
Compliance and enforcement
Currently large vehicles up to a B-double size may travel without permit on declared main roads and
gazetted local roads only. Freight permits are issued by VicRoads subject to prior assessment by
Council. VicRoads enforce heavy transport laws.
A recent traffic study in the West Reservoir Area indicates discrepancies between the numbers of
observed B-doubles on some roads and the numbers of Council assessments. This is indicative of poor
compliance with the permit system and raises concerns about impacts on Darebin’s residential amenity
and local roads infrastructure.
In response to Council’s enquiry, VicRoads Transport Safety Services, in a letter dated 22 July 2009
advised that 72 motor vehicles were intercepted in the Reservoir area between 21 May and 30 June
2009. A total of 13 traffic infringement notices and 48 defect notices were issued in the same period.
No further details were provided, but figures confirm a considerable number of infringements. There
were no indications of breaches of the posted speed limits reported on these days.

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Victoria Police advised that they normally do not enforce freight permits, but rather focus on ensuring
compliance with the general road safety regulations.
Freight regulators and the industry continue to develop and implement a range of concepts in freight
operations to improve operation and the image of freight. Currently the whole freight sector in
Australia undertakes a major reform to ensure national uniformity. It is believed, over the coming
years the consistency in compliance of freight with the local regulations will continue improving while
differences between states disappear.
Involving the local community would assist with monitoring of freight and detecting non compliance.
All members of the public can now report offending vehicles, however lack of awareness and ability
to reliably recognise offending vehicles is a barrier.
Community engagement would add value to the monitoring of heavy vehicles and to improving the
mutual understanding.
A 1999 Freight Study in Darebin
In 1999, during the development of the Darebin Transport Strategy, a transport consultant, Turnbull
Fenner Pty Ltd, carried out a comprehensive freight movement study in Darebin. Results showed that
the majority of predominantly rigid trucks (69%) and semi trailers (27%) operated during the four
hours between the traffic peak times. The majority of trips were local (within the municipality) and
the prevailing starting trip point was a transport company, followed by the store, warehouse or factory
with the maximum of 30 trips made by a single vehicle and the majority of drivers making less than 5
trips per day. The summary of the study is provided in Appendix E. No similar study was carried out
in Darebin since that date.
A need for a freight strategy in Darebin
Freight vehicles are vital for the economic sustainability and prosperity of Darebin and need to be
accommodated capably within the road network. Council therefore needs to focus on strategies to
manage the growing freight task.
The freight logistics and its evolving impacts on local amenity and environment are complex issues
that require well structured, coordinated and strategic approach. Regular adjustments and reviews are
required. At present, neither Darebin, nor any surrounding municipality has any dedicated policy with
focus on freight. The management of transport of goods is guided by the current transport strategies
where freight is generally not a prime focal point.
It is suggested that Council consider development of a municipal freight strategy, which will provide a
freight targeted framework, to guide City of Darebin in decision making throughout the future years to
come.
Such strategy would need to be consistent with the Freight Futures, the Victorian Transport Plan and
the National Transport Reform. It needs to be in line with the Darebin Transport Strategy, the freight
related recommendations of MAV and the related VicRoads strategies and programs. It should aim at
enhancing benefits to Darebin and its communities, those of the adjacent municipalities and the
industry.
The MAV indicates, that announcement on the federal budget, to address likely implications of the
growing freight task, is likely to be made in mid 2010. Improvements to the road infrastructure and
development of adequate freight management plans are included in this category.

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POLICY IMPLICATIONS
Environmental Sustainability
Movement of freight is usually linked with noise, vibrations, greenhouse gas emissions and occasional
physical damage to the road related infrastructure. To arrest the predicted rapid growth of truck trips
and related emissions due to resulting traffic congestion, Council will need to support the development
of ‘smarter’, quieter and more fuel efficient vehicles with better load carrying capacity.
The recommendations of this report contribute to minimising adverse environmental effects and
support:
x The moderating of the projected growth in the numbers of heavy vehicles, thus reducing
increase in road congestion,
x Optimising travel distance, thus minimising fuel consumption,
x Reducing greenhouse gases emissions by improving the road environment and minimising the
number of stops (as stopping a vehicle and starting from a stop or low speed position
contributes most to the pollution),
x Promoting SMART (high capacity, electrical-hybrid, quiet, manoeuvrable) vehicle technology
for better fuel efficiency and preservation of environment and residential amenity
x Reducing reliance on individual car by goods reaching their destinations directly
Social Inclusion and Diversity
Access to goods and services is considered essential for the wellbeing of the Community including
disadvantaged people. Such access will be enhanced with the greater variety of goods reaching
increased range of destinations by freight being able to efficiently service the last kilometre of travel.
Freight is associated with a variety of social impacts related to perception of safety, noise, vibrations,
etc. This report encourages development of measures that minimise adverse social impacts of freight
and enhance community involvement in developing measures assisting the control of freight in
Darebin. Examples include restraining the increase in numbers of heavy trucks on our roads and
promoting development of more appealing, quiet vehicles that make roads more ‘pedestrian friendly’.
Other
Darebin’s Transport Strategy 2007-2027 (DTS) states:
“Trucks are (…) fundamental to the economic viability of local businesses. Positive
provision needs to be made for commercial vehicle serving of local centres and
employment areas.
…goods access must be maintained by the most appropriate means, even though this may
sometimes adversely affect the amenity of surrounding streets.”
Policy P13 of DTS states:
“Road space will be managed to give priority to sustainable modes”

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The DTS promotes movement of people and goods rather than vehicles alone. Generally DTS supports
progress of freight mainly on designated strategic corridors and is consistent with Freight Futures.
However, without appropriate access provided for freight access to individual destinations, the service
to the community would be limited and trips by individuals to and from the goods distribution outlets
would continue to add to congestion.
One of the key concepts in DTS is “Local Living”. Better accessibility for freight to service the ‘last
kilometre’ of travel will enhance this concept and contribute to reduction of local trips made by
individuals to local supermarkets.
The DTS supports sustainable movement of persons and goods on the preferred traffic routes. This
report, in addition to recommending channelling the bulk freight into agreed corridors, supports direct
freight access to end destinations of travel. Such access needs to occur in accordance with the freight
control mechanisms agreed to by stakeholders. The contents of this report and the recommendations
are consistent with the guiding principles of the DTS.
FINANCIAL IMPLICATIONS
Assessment of improvements to roads and road related infrastructure necessary to handle the
increasing freight task is a major effort which Council has no allocated resources to meet. Federal
funds are likely to become available in near future to assist local government with meeting this task.
The development of freight strategy for Darebin could require approximately $50,000.
FUTURE ACTIONS
x Council needs to continue discussions with stakeholders including VicRoads, Victorian Road
Freight Advisory Council, Victoria Police and Municipal Association of Victoria with the aim
of minimising adverse effects of freight operations on Darebin. Discussions to contain:
o Any strategies and programs aiming at addressing issues related to the growing freight
task that minimising adverse impacts on the local community,
o Assistance with assessment of Council road assets for improvements for freight access
and with possible development of freight related strategies,
o Resolution of the over dimensional route OD1 which is currently traversing the High
Street civic centre and a level crossing with low overhead high voltage track cables over
the road (Figure 2 – see next page).
x General agreement on gazettal of Darebin Roads for freight access is required, the following to
be considered in such agreement:
o Minimum impact on residential amenity and road infrastructure,
o Safety and ease of access by freight to service ‘the last kilometre of travel’,
o Minimising administrative task for Council, road authorities and industry,
o Council adequately compensated for adverse effects.
x Council, with VicRoads and other stakeholders, ensure adequate monitoring of freight
movements on local roads in Darebin and explore further options for community involvement.

Page 65
x Council consider developing and introducing suitable community engagement and education
programs to assist with dealing with freight issues (B-doubles) on local roads. As a starting
point it is suggested, that information on freight be developed and distributed. This to include:
o Broad introduction to freight
o Outline importance of presence of freight on local roads
o What is permitted and what is not
o Practical ways of recognising and classifying heavy vehicles
o Appropriate ways of reporting suspected vehicles.
x Council review the regulatory truck bans and load limits in Darebin. Also roads and related
infrastructure needs to be assessed with the view of seeking funding for necessary upgrades.
x Council consider developing a freight strategy for Darebin.
Figure 2. Current and possible over dimensional OD1 route
RELATED DOCUMENTS
1. Freight Futures – Victorian Freight Network Strategy (Department of Transport 2008)
2. Discussion Paper - Higher Productivity Vehicles (MAV March 2009)
3. The Victorian Transport Plan (The VTP)
4. Towards an Integrated and Sustainable Transport Future – a new legislative framework for
transport in Victoria (Victorian Government Discussion Paper – Melbourne, October 2007)
5. Darebin Transport Strategy 2007-27 (City of Darebin)
6. Victorian Bus & Truck Drivers Handbook – VicRoads, March 2009 (VicRoads Publication
Number 00123/10)
7. Annual Report 2009 – National Transport Commission

Page 66
8. Transport Demand Information Atlas for Victoria 2008 (Vol.1 – Melbourne) – Department of
Transport (ISBN: 0-7311-8756-3, ISBN13: 978-0-7311-8756-0)
9. Guidelines for Next Generation High Productivity Freight Vehicle Trial in Victoria – VicRoads
September 2009
10. Council Officer Report on LATM study in West Reservoir in relation to trucks (A788454)
11. Melbourne Integrated Transport Model & Freight Movement Model (DoI – Policy &
Intergovernmental Relations Division Infrastructure Economics & Modelling – August 2007)
12. Performance Based Standards Scheme Review - NTC, July 2009
13. Council’s letter of 7 July 2009 to VicRoads Transport Safety Services, (Ref. A736245)
14. VicRoads Transport Safety Services letter dated 22 July 2009 with information about
enforcement (Ref. A745977).
15. Heavy Vehicle Speed Compliance: Review Of Regulatory Approaches, Discussion Paper NTC
2005
16. A Quick Guide To Heavy Vehicle Charges - NTC Factsheet, February 2008
17. Incremental Pricing For Heavy Vehicles, Summary Paper – NTC October 2004
18. SUBMISSION Incremental Pricing Feasibility Review by the National Transport Commission –
ATA March 2009
19. 'Victoria's Local Roads: critical links in the national supply chain' – MAV, October 2009
20. Fatal heavy vehicle crashes Australia - Quarterly Bulletin January-March 2009, Department of
Infrastructure, Transport, Regional Development and Local Government
21. Freight Movement Questionnaire Survey in Darebin – Turnbull Fenner Pty Ltd, July 1999
22. Darebin Freight Movement Investigation Survey – Turnbull Fenner Pty Ltd, July 1999 (Ref.
1997R4940)
23. VicRoads website: http://www.vicroads.vic.gov.au
24. ABS census
25. The Fair Work Act 2009
26. National Transport Commission (Model Act on Heavy Vehicle Speeding Compliance)
Regulations 2008 -
http://www.comlaw.gov.au/ComLaw/Legislation/LegislativeInstrument1.nsf/0/F313D7620E5C
D25CCA2574880006242F/$file/0810668A-080515EV.doc
27. VicRoads website for Heavy Vehicle Maps:
http://maps.vicroads.vic.gov.au/website/Heavy_Vehicles/viewer.htm
28. Implications of Mass Limits Review Recommendations for Local Roads – Working Paper No.
23, National Road Transport Commission May 1999
29. Investing in Transport - Sir Eddington’s Report

Page 67
8.6 MASSEY AVENUE AND ADJACENT AREA - LOCAL AREA
TRAFFIC MANAGEMENT STUDY
MINUTE NO. 98
AUTHOR: Senior Transport Engineer - Wal Cichocki
MANAGER: Manager Major Projects and Transport - Nick Mazzarella
BUDGET
IMPLICATIONS: Nil (improvements at the Hughes Parade and Massey Avenue
roundabout, road safety audits and pamphlets to be referred to
future Budgets)
SUMMARY:
At its meeting held on 15 June 2009, Council resolved that:
“Council officers report back to Council in relation to conducting a new Local Area Traffic
Management study between Massey Avenue, Broadhurst Avenue and High Street and Mahoneys Road
given the increased use of these and surrounding streets for trucks and other speeding traffic avoiding
High Street.”
This report provides analysis of traffic patterns in West Reservoir including heavy vehicles.
CONSULTATION:
Manager Urban Development
Manager Economic Development
Manager Amenity and Enforcement
City Services
Transport Coordinator - Moreland City Council
Victorian Road Freight Advisory Council
Victorian Freight and Logistics Council
Freight Officer - VicRoads
COUNCIL RESOLUTION
MOVED: Cr. T. Laurence
SECONDED: Cr. G. Greco
THAT:
(1) Council note this report.
(2) Council initiate and engage in a dialogue with the state authorities and the freight
industry to ensure their commitment to cooperating and assisting Council with
tackling impact of freight on West Reservoir.

Page 68
(3) Council engage State Government on the peculiar nature of the area having a lack
of B-double access and look for ways to minimise impact to the local amenity and
infrastructure.
(4) Road safety audits of key intersections in the West Reservoir area, including the
Broadhurst Avenue/High Street intersection be undertaken for suitability of freight
movements.
(5) Subject to budget allocations, improvements to the Hughes Parade/Massey Avenue
roundabout be considered as per recommendations of the 2009 safety audit.
(6) Council look, under the ‘Safe Travel’ road safety strategy, to improve pedestrian
amenity along the B-double and heavy vehicle routes.
(7) Council monitor movements of B-doubles and other freight vehicles on Massey
Avenue and the adjacent area.
(8) Council seek enforcement of non-compliant use of Massey Avenue by freight.
(9) Council engage the local community, through pamphlets and advertisement in
Darebin News or other suitable ways, in monitoring of freight traffic on Massey
Avenue and other local streets in the area.
CARRIED
REPORT
BACKGROUND
Council manages roads that include:
- Local access roads,
- Collector roads for local access and limited mobility, and
- Secondary arterial roads with primarily a mobility function.
Council’s role is to ensure these roads are used in accordance with their classification and the Darebin
Transport Strategy.
Typically, the community expect a high level of residential amenity with low traffic intrusion.
Presence of large trucks on local roads is often challenged by residents as it is associated with
perception of reduced road safety, considerable noise, greenhouse gases emissions, vibrations and a
potential of damaging road infrastructure such as drainage pits and overhead cables.
As there is no mode of freight more flexible in urban environment than trucks; it is expected that their
numbers in Metropolitan Melbourne, including Reservoir will increase.
Victoria’s Freight Strategy, Freight Futures 2008 estimates that by 2030 the number of tonnes of
freight moving around Melbourne by road will double. This will result in an increased demand for
road space by heavy vehicles.
Generally, reasonable numbers of trucks, up to a semi trailer size are permitted to use all public access
roads without a permit. However, there are growing community concerns about heavy vehicles using
such local roads as Massey Avenue, Edwardes Street, Newlands Road, Broadhurst Avenue, Colthur
Street and Leamington Street in Reservoir.

Page 69
Massey Avenue is located along an important ‘desire line’ between the northern regional freight
corridors (F2 and M80 Ring Road) and inner suburbs and Port of Melbourne (Appendix E). Due to
the projected growth in the northern regions, it is expected that demand for the north-south travel in
the area will continue to grow.
CORE ISSUES
The Study
The area surrounding the above streets is located in a predominantly residential (R1Z) zone with a
major industrial (IN1 and IN3) and public use (PUZ) zones situated in the western part, in the vicinity
of Merri Creek (Figure 1). This area has a number of industrial sites that attract and generate freight
movements. The zone is distanced from the regional strategic freight corridors and relies on access via
local roads such as Massey Avenue, Newlands Road and Edwardes Street, all of which traverse
residential areas.
Figure1. Planning Zones in West Reservoir
In order to analyse information about traffic patterns and any recent changes, a comprehensive traffic
study was carried out in July and August 2009 in the area bound by Mahoneys Road, High Street,
Edwardes Street and the Merri Creek. A larger zone was selected for analysis, to ensure wider context
in the assessment of traffic patterns.
Traffic was recorded at 25 counting stations around West Reservoir. Data from 10 sites was analysed
in detail. Results of earlier traffic counts, including a 2003 truck study in the area, were used in the
analysis. Figure 2 shows locations of all traffic count locations where data was used in this report. The
results of the surveys are detailed in Appendix A.

Page 70
Vehicles passing over the traffic counters at each station were registered over 7 days continuously, in
hourly intervals, in each direction separately.
Figure 2. Locations of traffic surveying stations in the study area. Data from marked sites is used in
this report.
The following tasks were performed as part of his report:
x Inventory of traffic data on selected roads,
x Obtaining historical traffic data from previous surveys,
x Processing and analysis of collected data, this includes:
o Calculating hourly and daily traffic volumes,
o Assessing distribution and composition of traffic flows,
o Obtaining numbers of vehicles in each of the 13 Austroads Classes, trucks were grouped
into light (classes 3-5), medium to heavy (classes 6-9) and B-doubles and rigid larger
trucks (class 10+), (refer to Appendix B for definitions)
o 85th
percentile speeds and percentage of motorists exceeding set speed thresholds
x Comparing collected data with previous studies to establish changes and trends,
x Assessment of compliance with speed limits, and
x Analysis of casualty crashes, with consideration of crashes involving trucks.

Page 71
Traffic volumes
Findings of the study compared with a similar study carried out in 2003 and other surveys indicate
moderate increases in traffic flows on Newlands Road: (from 9,978 to 11,098 vehicles per day) and a
decrease on Broadhurst Avenue (from 3,092 to 2,643 vpd). Massey Avenue did not show a marked
increase in volume, however proportions between various vehicle class groups have changed.
Significant drop in the volume of medium to heavy vehicles (from 136 to 46 vpd) and an increase in
number of light trucks (from 829 to 889 vpd) and B-doubles (from 28 to 31 vpd) were observed. The
increases in light trucks and B-doubles roughly reflect changes in truck registrations across Australia
(Ref. 9). Other marked changes in the volumes of heavy vehicles were observed on Edwardes Street,
west of Spring Street (an increase from 1 to 22 B-doubles per day), Broadhurst Avenue (an increase in
light trucks from 58 to 81 per day and B-doubles from 1 to 3 per week (Table 1).
The recently observed traffic patterns on the three important roads in the area: Massey Avenue,
Edwardes Street and Broadhurst Avenue, compared with data recorded in previous years, are as
follows:
x Massey Avenue (classified as a secondary arterial road, the maximum recommended average
daily traffic (ADT) appropriate for this type of road is 10,000 vpd):
o The average daily traffic volume was a high 13,773 vpd, which is 38% over the
maximum recommended value. A 6.5% drop in volume was observed since 2003.
o The average daily volume of commercial vehicles was 1,086. A 7.2% increase in numbers
of light trucks and a 66.4% drop in heavy trucks were observed.
o The average daily number of B-doubles and larger trucks was 31, a 10.8% increase.
x Edwardes Street, west of Banbury Road (secondary arterial road, up to 10,000 vpd):
o Daily traffic: 9,553 vpd, a 10.0% drop since 2003.
o 609 light trucks (a 25.8% drop) and 89 heavy (a 30.9% drop since 2003).
o The survey suggests street use by 30 B-doubles per day, a 33% drop since 2003.
x Edwardes Street, west of Spring Street (secondary arterial road, up to 10,000 vpd):
o Daily traffic: 9,951vpd, a 10% drop since 2000.
o 360 light trucks (a 29.6% drop) and 27 heavy (a 9.3% increase since 2000).
o 22 B-doubles per day, a marked increase by 2,500% (from 1 in 2000)
x Broadhurst Avenue between High Street and Maclagan Street (local access collector street –
ADT up to 6,000vpd):
o Daily traffic: 2,643vpd, a 14.5% drop, compared with 2002.
o 81 light trucks (a 39.4% increase) and 3 heavy (a 71.4% increase since 2002).
o One B-double and two double rigid trucks (RT) were recorded during whole week,
between 30 March and 6 April 2009 compared with one in a similar period in 2002.

Page 72
The summary of findings is shown in Table 1.
Year Street Location ADT % cv
Light
trucks
(Class 3-
5)
Heavy
(Class
6-9)
B-
doubles
(Class
10+)*
85%-le
speed
2009 Hughes Mahoneys-Davidson 17,663 7.8 n/a n/a n/a 60.1
1993 22,330 n/a n/a n/a n/a n/a
2009 Massey Goodley - Amery 13,773 7.9 889 46 31 60.8
2003 14,726 6.7 829 136 28 64.0
2005 Banbury south of Leamington 13,157 8.8 860 295 n/a 61.1
2000 13,624 7.6 632 197 15 68.0
2008 Newlands Carawa – Arunta 11,098 9.7 570 77 27 60.3
2000 9,978 10.1 312 65 4 66.0
2009 Edwardes Banbury – Plateau 9,553 9.6 609 89 30 58.5
2003 11,215 8.9 822 129 44 52.9
2009 Edwardes Spring – Harbury 9,951 4.1 360 27 22 55.7
2000 11,594 4.7 511 25 1 54.0
2009 Broadhurst High – Maclagan 2,643 3.2 81 3 <1 59.0
2002 3,092 1.9 58 2 <1 62.0
* class 10+ includes B-doubles and larger rigid trucks (RT)
Table 1.Summary of recent survey in West Reservoir and data available from previous surveys
Graphic illustration of changes in truck volumes in the area is shown on Figure 3.
The average daily volumes (ADT) on important roads are shown along with daily numbers of trucks
grouped into light, heavy and B-doubles. Changes over the last six years are shown in brackets
(negative and positive symbols represent drop and increase respectively). Width of each road
represents the average daily volume.

Page 73
Figure 3. Changes in truck volumes on significant roads in the study area
(ADT = average daily traffic, vpd = vehicles per day, cv = commercial vehicles,)
While presence of trucks on surveyed roads is easily noticed during site visits, due to their sizes and
appearance, the survey results show their share in the overall traffic stream remains within a
reasonable range of between 1.9% and 10.1% (Table 1).
Traffic speeds
All surveyed vehicles were generally travelling at speeds consistent with patterns typical in urban
zones. The average 85th
percentile speeds on all surveyed roads in the area were:
- 51.4 km/h, on roads with a 50 km/h speed limit, and
- 59.0 km/h, on roads with a 60 km/h speed limit.
However speeding was observed on some local streets. Data shows that predominantly individual car
drivers were speeding, while trucks were more likely to adhere to the speed limits.
For example, in the stream of traffic travelling on Massey Avenue at the 85th
percentile speed of 60.8
kilometres per hour, the proportion of trucks exceeding the speed limit of 60 was 4.9% compared with
cars of 23.6%.

Page 74
Summary of speed surveys is shown in Table 2
STREET SECTION
SPEED
LIMIT
OBSERVED
2003
OBSERVED
2009
Massey Avenue Amery-Bray 60 64.0 60.8
Edwardes Street Banbury-Plateau 60 52.9 58.5
Broadhurst Avenue High-MacLagan 50 62.0* 59.0
Davidson Street Massey-Amery 50 n/a 62.0
Leamington Street Landy-Ameily 50 n/a 59.4
Radford Road Broadhurst-Brex 50 n/a 58.3
* 2002 data
Table 2. Observed average 85th
percentile speeds on selected streets in West Reservoir
Crashes and road safety
Crashes in the area have been evaluated with consideration of those involving heavy vehicles.
The history of reported casualty crashes on these roads over the last 22 years was considered to
establish trends over a long time period and provide meaningful comparison between the streets.
The Victorian road accident reporting system, CRASHSTATS shows that since 1987 reported casualty
crashes were distributed on almost all streets in West Reservoir randomly, with numbers proportional
to exposure and traffic volumes.

Page 75
Figure 4 shows all sites in the study area where crashes were reported.
Figure 4. All sites with casualty crashes on local roads in West Reservoir area (1987 - 2008)
Crash sites within the study area are highlighted: intersections (green) and mid-block (red)
Source: CRASHSTATS
Four roads were selected as best representing the area for analysis of reported casualty crashes:
Edwardes Street, Massey Avenue, Broadhurst Avenue, and Banbury Road. They carry significant
volumes of trucks and are of marked importance in the study area.
Chart 1 and 2 show annual numbers of crashes recorded between 1987 and 2008 on Edwardes Street,
Massey Avenue, Broadhurst Avenue and Banbury Road. Each bar represents an individual number of
crashes in each calendar year.
NORTH

Page 76
Chart 1. Annual crash numbers on four selected streets in the study area between 1987 and 2008
Chart 2. Annual numbers of crashes involving trucks on selected streets in the area between 1987 and
2008 (Source: CRASHSTATS)
The above crash data indicates that over the 22 year period (1987-2008), only 6.2 per cent (16 out of
260) of all combined casualty crashes on the above selected local roads involved trucks.
This proportion dropped to 2.7% in the last 5 years and to zero in the last 3 years.
However, in March 2009 there was one isolated fatal crash at the intersection of High Street (a
declared main road) and Broadhurst Avenue (local street) that involved a turning B-double. This B-
double was using Broadhurst Avenue without Council’s consent. This fatality is not shown on the
above charts since it was not available when Crashstats was referred to for the analysis.
The listing of all crashes between 1987 and 2008 on local streets in the subject area is provided in
Appendix C.

Page 77
Road Safety Audit – Hughes Parade and Massey Avenue roundabout.
In August 2009, traffic consultant Traffix Group Pty Ltd was engaged by Council to carry out a
review of road safety at and in vicinity of the Hughes Parade/Massey Avenue roundabout. The study
included a review of crash information and traffic data and also considered a 1999 site assessment by
traffic consultant, Andrew O’Brien and Associates.
In the resulting report, several issues with regard to the road safety conditions at this roundabout have
been highlighted. They include:
x Insufficient sight distance at selected locations,
x Substandard signage, street lighting and safety hazards such as short sections of guard rails and
power poles close to the roadway,
x Actual travel speeds inconsistent with the design speeds, and
x Continuing casualty crashes (3 reported in the 1990-97 period and 5 between 2003 and 2007).
The recommended ameliorative actions include:
x Reducing the two circulating lanes at the roundabout to one,
x Modifications to splitter islands on approaches for better visibility,
x Narrowing down the south-east exit at Hughes Pde for speed control, and
x Improving signage in the area and removing hazardous road furniture.
It is proposed that these recommendations be considered for early implementing, subject to cost-
benefit evaluation and appropriate budget allocations.
Darebin Freight Movement Investigation Survey
In May-July 1999, traffic consultant Turnbull Fenner carried out an origin-destination survey in the
whole City of Darebin to assist Council with the development of the Integrated Transport Strategy.
Commercial vehicle movements were recorded at 14 monitoring stations and 25 local businesses
provided important data.
In summary, it was found that only 27% of trucks were semi-trailers and that much of the origins and
destinations of trucks were within the municipality. This demonstrates the importance of freight to
Darebin’s economy.
Conclusions from the study are detailed in Appendix D.
Discussion and conclusions
The study shows, that Massey Avenue and Edwardes Street are significant local traffic corridors in the
West Reservoir area. They are used by considerable traffic volumes and with marked and growing
proportions of freight. There is little historical traffic data available for other local streets in the area,
therefore it is currently difficult to accurately assess changes to the volumes of commercial vehicles on
these roads. However, data about heavy vehicles recorded to date suggests these volumes in these
streets are, at present, considered low and acceptable.

Page 78
During the recent survey, one B-double was recorded travelling on Hughes Parade, between Carson
and Asquith Streets, for use of which a permit is required. This vehicle was recorded on Monday, 27
July 2009 between the hours of 11 am and 12 noon, travelling eastbound at a speed between 40 and 50
km/h. (Ref. traffic survey, Objective Reference A761583).
In January 2008, VicRoads approached Darebin regarding gazettal of Plateau Road, Newlands Road,
Vickers Street and industrial section of Radford Road for access by B-doubles. Listing of freight
routes in the Victoria Government Gazette gives the right to operators to use local roads for access
without freight permit. These are industrial roads typically used by trucks and gazettal is supported.
The gazettal of Edwardes Street was opposed by Council officers (Figure 5).
In 2008, Council assessed approximately 30 applications from operators for B-double access. The
corresponding number for 2009 was about 20. Findings of the recent study indicate that in April 2009,
on Massey Avenue alone, on average 31 daily trips were made by B-doubles. This may suggest issues
with B-double operators’ compliance with the permits system. VicRoads advise that they issue permits
to more than one B-double operator once Council has assessed a particular route. VicRoads routinely
monitor B-double compliance and may provide additional enforcement, if necessary.
Moreland City Council advises that they allow B-doubles on Newlands Road which links with Massey
Avenue via Banbury Road. Each year Moreland issues about two B-double assessments for Newlands
Road which translates to approximately 2 round truck trips per week. A similar number of applications
for access on Newlands Road is assessed in Darebin.
Newlands Road and Massey Avenue are located along an important ‘desire line’ between the junction
of two regional transport corridors in the north (F2 and the M80 Ring Road) and the inner suburbs and
Melbourne port. This ‘desire line’ aligns with a formerly proposed freeway corridor along Merri Creek
(Appendix E). Due to the projected growth in the northern regions it is expected that demand for the
north-south travel in the area will continue to grow.
There is a need for trucks to use the subject area to service ‘the first and the last kilometre of freight
travel’ to add to the economic sustainability and prosperity of Darebin. Massey Avenue, Newlands
Road and Edwardes Street currently carry the bulk of freight traffic in the area (Figure 3). There are
growing concerns, confirmed by the study, about increasing numbers of B-doubles using Edwardes
Street where it connects with High Street and Spring Street (declared main road, open to B-doubles).
The road networks’ primary task is to share the traffic. Broadhurst Avenue is currently used by low
volumes of traffic and has potential of providing possible ‘relief’ for freight access in the area. This
option should be explored, subject to careful and detailed assessment of route elements, bottle necks
and critical points, such as the intersection with High Street.
The road infrastructure including guard rails and signs along Massey Avenue and adjacent areas, are in
poor condition. Roads and intersections were constructed to the design standards of the day and
struggle to cope with high volumes with a growing freight component. Council is spending
approximately $35,000 of Capital Works funds in the financial year 2009/2010 on pavement
improvements on Massey Avenue in vicinity of Gladstone Avenue. Further sections of Massey
Avenue have been identified for improvements.
It is recommended, that a road safety audit of intersections, roads and infrastructure be undertaken on
Massey Avenue and adjacent area to provide safe environment for all users. The audit is to include
traffic and truck signs.

Page 79
Freight regulators and industry continue to develop and implement a range of improvements in freight
operations. Currently the whole freight sector in Australia undertakes a major reform to ensure
national uniformity. It is believed, over the coming years the consistency in compliance of freight with
local regulations will continue improving and differences between the states and territories disappear.
Report Item 8.5 to this meeting discusses freight matters in more detail.
This could include involving local community in monitoring of freight (B-doubles) and detecting non-
compliance. All members of the public can now report offending vehicles, however lack of awareness
and ability to reliably recognise offending vehicles is a barrier.
Community engagement would add value to the mutual understanding and the monitoring of heavy
vehicles in residential areas. Targeted enforcement would need to be considered.
The West Reservoir business zone is listed in the Darebin Transport Strategy as a core Industrial
Precinct. It is one of Darebin’s major commercial areas of importance and likely to remain so in the
foreseeable future. Freight access will continue to be required.
POLICY IMPLICATIONS
Environmental Sustainability
Removing bottle necks, squeeze points and tight corners will contribute to ‘stop free’ progression of
heavy vehicles and, in effect, to reducing greenhouse gases emissions and to fuel savings.
Social Inclusion and Diversity
High volumes of heavy vehicles may continue to have impact on perception of safety by individuals.
Difficulties with crossing roads that carry continuous flows of heavy vehicles may contribute to a
feeling of isolation by individuals.
Accessibility of freight transport contributes to the economic and employment sustainability of the
West Reservoir industrial zone, providing employment for local residents.
Other
Nil.
FINANCIAL IMPLICATIONS
Controlled and safe access to and from the West Reservoir industrial zone will contribute to the
economic growth, better employment opportunities and to financial benefits to Darebin.
However, the growing use of local roads in the area by heavy vehicles will increase a need for road
maintenance.
Safety improvements at the Massey Avenue/Hughes Parade roundabout will require future capital
budget allocation.

Page 80
FUTURE ACTIONS
x Continue monitoring of traffic on Massey Avenue Reservoir and the adjacent area.
x Liaise with VicRoads and Victorian Road Freight Advisory Council on freight matters to
moderate traffic increases in Hughes Parade and Massey Avenue.
x Refer the safety improvements at the Massey Avenue/Hughes Parade roundabout to the future
Capital Works Program.
x Consider developing and introducing suitable community engagement and education programs
to assist with dealing with freight issues (B-doubles) on local roads. As a starting point it is
suggested, that information on freight be developed and distributed and include:
o Broad introduction to freight
o Outline importance of presence of freight on local roads
o What is permitted and what is not
o Practical ways of recognising and classifying heavy vehicles
o Appropriate ways of reporting suspected vehicles.
x Carry out audit of traffic signs and other road infrastructure in the subject area.
x Carry out road safety audits in the area.
x Reach agreement on gazetted access to the West Reservoir industrial area (Figure 5)
Figure 5. Approved roads for B-double and Higher Mass Limit trucks in West Reservoir
(source: http://maps.vicroads.vic.gov.au/website/Heavy_Vehicles/viewer.htm , VicRoads 2010)

Page 81
RELATED DOCUMENTS
x ‘Hughes Pde/Massey Ave, Reservoir: Road Safety Review’, TraffixGroup Pty Ltd, November
2009 (GRP11236R6155 v2.docx)
x Improvements to Massey Avenue-Hughes Parade-Davidson Street-Callander Street Roundabout
– Andrew O’Brien & Associates Pty Ltd, July 1999
x Discussion Paper - Higher Productivity Vehicles, MAV, March 2009
x Freight Futures – Victorian Freight Network Strategy, 2008
x Darebin Freight Movement Investigation Survey - Turnbull Fenner, July 1999 (1997R4940)
x Freight Movement Questionnaire Survey – Turnbull Fenner, 8 July 1999
x Traffic survey on Hughes Parade 2009, Objective Reference A761583
x ‘Road Hierarchy and Functional Classification’, ARRB Special Report 53, Brindle, 1989
x Motor Vehicle Census, Australia, 31 Mar 2009 - 9309.0 - Australian Bureau of Statistics,
November 2009

Council Minutes 15 March 2010-Reports on freight

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