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Department of 11% mainroads Public Transportfay WESTERN AUSTRALIATransport Authority

SUBMISSION COVERSHEETThis coversheet should be included with all submissions to Infrastructure Australia. Please complete allfields.

Organisation: Main Roads Western Australia

Submission title: Bunbury Outer Ring Road Stages 2 and 3

Author(s): Main Roads WA

Contact person: Maurice Cammack

Postal address: PO Box 6202, EAST PERTH

State: Western Australia

Email address: maurice.cammack mainroads.wa.qov.au

Date: 10 August 2012

Position: A/Manager Project Programming

Postcode: 6892

Telephone:

Please email your submission to: submissionsinfrastructureaustralia.qov.au

Two (2) hard copies (one marked as the original) to:SUBMISSIONSInfrastructure AustraliaGPO Box 594Canberra ACT 2600Ph: 02 8114 1900

CONFIDENTIALITY

If this submission contains material which you believe is confidential, this material should marked as confidential onthis coversheet and the reason for claiming confidentiality must be provided. The material must also be marked asconfidential in the body of the submission. Infrastructure Australia may review claims of confidentiality with theproponent.

Document:

Reason:

ACKNOWLEDGEMENT

Please acknowledge the following submission guidelines:• This submission conforms with Infrastructure Australia's requirements as set out in Better Infrastructure Decision-

Making: Guidelines for making submissions to Infrastructure Australia's infrastructure planning process, throughInfrastructure Australia's Reform and Investment Framework (available at www.infrastructureaustralia.qov.au ).

• Where any third party material has been incorporated into the submission, the appropriate rights to use thismaterial have been obtained.

• Infrastructure Australia may review claims of confidentiality with the proponent.• I have (please tick Ai ):

▪ emailed my submission to submissionsinfrastructureaustralia.qov.au and posted 2 hard copies.O List of documents included in this submission (please complete page 2 of this coversheet)O Completed templatesO GIS dataO Other, please state:

Signed:

Name and Position (please print): Maurice Cammack A/Manager Project Programming

Date: 10 August 2012

http://maurice.cammackmainroads.wa.qov.au

http://submissionsinfrastructureaustralia.qov.au

http://www.infrastructureaustralia.qov.au

http://submissionsinfrastructureaustralia.qov.au

List of documents contained in this submission

Item Document Title Related initiative Version Author Date(if applicable)

1 Bunbury Outer Ring Road Stages 2 and 3 Draft Revision A Main Roads WA 10/8/2012Infrastructure Australia Submission DraftRevision A

Page 2

INFRASTRUCTURE AUSTRALIA

REFORM AND INVESTMENT FRAMEWORK

TEMPLATES FOR USE BY PROPONENTS

Stages 1 to 6

Bunbury Outer Ring Road Stages 2 and 3

DRAFT

Revision A

(To be read in conjunction with Infrastructure Australia's

Submission guidelines for the Infrastructure Priority List)

May 2012

b)

c)

Proposal Summary

Bunburv Outer Rina Road

Western Australia / Bunbury

es 2 and 3

Main Roads Western Australia Maurice CammackA/Manager Project Programming

urice.cammack mainroads.wa.aov.

The goals of this proposal are to:

• Facilitate continued economic growth through accessmarkets and export opportunities for the South Westi mproving the efficiency of freight access to Bunbury Port.

to internationalregion of WA by

• Facilitate continued economic growth in the South West region of WA byi mproving the efficiency of freight access to the expanding industrial centresin and around Bunbury.

Facilitate continued economic growth in the South West region of WA byi mproving the efficiency of freight access between Perth and the South West.

• I mprove the amenity and safety for the growing Bunbury population andvisitors to the area.

The South West region of Western Australia (WA) is booming. The economy of the regionhas more than doubled in size over the past five years end by 2010-11 the regioncontributed $16.8 billion to the State economy, representing 7.7 per cent of the total for WA.This was the highest ' contribution from a regional 'e!re'e',',(for cornparison, Pilbara Regioncontributed $14.0 billion) and demonstrates the importance of activities in this area to theeconomic success of the State'.

The region's capital city of Bunbury, located 180km south of Perth, is central to theeconomic success of the region. The pity hosts a range of service, construction,engineering and manufacturing Industries arcd is home to major regional economic centres.These inClude expanding industrial areas such as Kemerton Industrial Park (17 kilometresnorth of Bunbury) and crucially the Bunbury Port, a major regional port with a throughput of14 million tonnes in 2010-11 2 . The outlook indicates that high levels of growth will continue.

A number of problems have been identified that are preventing the goals from beingachieved:

a) Freight movements in the Bunbury area are inefficient. Trucks are requiredto use indirect routes and the operation of higher productivity vehicles in theregion is limited.

The movement of freight is becoming unreliable due to competing demandsfrom an expanding South West population and tourism industry.

The liveability of Bunbury is declining due to the external costs from themovement of freight in the area.

As industrial centres have developed in and around Bunbury new patterns of movement forfreight transport have been established. Land use planning in the Greater Bunbury Areawas predicated on the existing and planned major transport links in the area. The area has

1 South West Development Commission (http://www.swdc.wa.gov.au/economy/impressive-economic-prowth.aspx)

Ports Handbook, Western Australia 2011 (page 12)1IPage

Main Roads WA — Infrastructure Australia SubmissionSunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

http://www.swdc.wa.gov.au/economy/impressive-economic-prowth.aspx)

been developing without corresponding development of the transport network, resulting inindirect routes being used by trucks and an inappropriate use of local roads that areunsuited to the task. Further, as Bunbury and the South West have expanded through highpopulation growth, freight movements must increasingly compete with light vehicles for roadspace leading to unreliable journey times. A growing population, together with an increasingfreight task, means external impacts from freight movements such as noise pollution areincreasing and affecting social amenity.

The preferred option to address these problems is to expand the network in Bunbury byconstructing the Bunbury Outer Ring Road (BORR) Stages 2 and 3 as depicted in Appendix1. The BORR will serve four core purposes:

• Provide more efficient access for freight to the Bunbury Port (via the Port AccessRoad) and to expanding industrial centres by providing more direct routes andproviding infrastructure for 36.5 metre vehicles;

• Provide an alternative route around Bunbury for freight traffic travelling betweenPerth and the South West;

• Reduce congestion, thus providing more reliable travel times and• Divert a significant number of heavy vehicla'away frOni the residential areas of

Riinhilry anri imnrmip cnrial ampnity— a a new submission? Completion of the Bunbury Outer Ring Road was one

of a suite of projects included in a submission 'SouthWest (Bunbury) Infrastructure' proposed byDepartment oftranspork, Government of WesternAustralia in March 2011.

J

The proposal was identified as having 'real potential'. a es 'cost of Ord. erria. The costs,of the problem are reflected in the

inefficiencies relating to freight movement. Theseinclude:

• Lost productivity;• Higher vehicle operating costs;

, • Lost revenue; and• Emissions.

Stage 2 - Southern Section - In the order of $150mStage 3 - Northern Section - In the order of $400mThis cost estimate is for indicative purposes only asalignment and scope of the preferred option are underreview.Stage 2 $120m (80%)Stage 3 $320m (80%)

Stage 2 $30m (State funding)Stage 3 $80m (State funding)

An indicative BCR of 1.2 has been calculated.

The activities, budgets and timeframes are indicative and reliant on approval of proposalfunding.

2015/16 Bunbury Outer Ring Road Stage 2 commences2017/18 Bunbury Outer Ring Road Stage 3 commences

2IPageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

Strategic Alignment

Goal Definition

The goals of this proposal are to:

a) Facilitate continued economic growth through access to international markets andexport opportunities for the South West region of WA by improving the efficiency offreight access to Bun bury Port.

b) Facilitate continued economic growth in the South West region of WA by improvingthe efficiency of freight access to the expanding industrial centres in and aroundBun bury.

c) Facilitate continued economic growth in the South VVest region of WA by improvingthe efficiency of freight access between Perth and the South West.

d) Improve the amenity and safety for the growing Bunbury population and visitors tothe area.

This proposal responds to Infrastructure Australia (IA) infrastructure planning and investmentobjectives and strategic priorities.

The following discussion provides strategic support for this proposal with reference to strategies,policies and plans that have been developed at a national, state and regional level. The relevantstrategies are summarised in Figure 1.

Building on Australia's Global Compet ;? AdvantagesThis proposal seeks to achieve and maintain Australia's global competitive advantage by removingconstraints on freight movements and to support the region's export industry. The production anddistribution of commodities such as woodchips, mineral sands and spodumene are reliant on an

7, { P.efficient and reliable transport,network to maintain pro ductivity and competitiveness.

Incr easing Australia's Pr oductivityRemoving and preventing inefficiertples from occurring in the supply chain to Bunbury Port andneighbouring industrial centres will increase the economic output of the nation.

Developh g Australia's Cities and RegionsT

Mining and manufacturing are key industries of the South West region of WA, both of which rely onthe efficient movement of goods. Infrastructure planning is required to ensure developmentpotential can be realised and external costs of growth are alleviated.

410:1', . •

3 l PageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

ConnectingPeople -

ConnectingCities State Policies

Contribution to National Infrastructure PrioritiesFigure 1 represents the alignment between Infrastructure Priorities, Nation Building 2 Themes, project goals,National and State Policies that the proposal provides.

‘—

- ' Relevant IA ,Relevant Nation '.Priorities , Building 2 Themes ,

.

I i Economic Drivers

! I National Policies

Theme: NationalFreight Networ k -Networks and Corrid

IncreasingProductivity

Theme: NationalFreight Network -Networksand Corni

41/111111M

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I I !

Theme: TransformingOur Cities

Figure 1 - Contribution to National and State Infrastructure Priorities

4IPageMain Roads WA – Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 – DRAFT - Revision A

National Policies and Strategies

A number of national strategies can be drawn upon to provide support for undertaking thenecessary planning and investment to facilitate the future development of the South West regionand maintain its important role in the economy. The goals, objectives and priorities identified inthese strategies relevant to this proposal are summarised below. Further detail is provided atAppendix 2.

Gsp.

IA National Strategies • A national freight network• Competitive international gateways

National Land Freight Strategy • Improve economic, social and safety outcomes• High productivity vehicle capability and access• Appropriate separation of personal transport and freight

National Ports Strategy • Improve the effipiency of port related freight movements• Minimise associated externalities• Influence policy making in areas relevant to freight• Mindful that other national goals, including security and

safety, are also importantPerth — Bunbury Corridor • Provision of capacity for increased road traffic andStrategy (Auslink) provision for improved access to Bunburyll'ort

State Policies and Strategies

State planning for the development of infrastructure in the South West region of WA recognisesthe role of transport infrastructure in supporting the region'al economy. In particular the preferredoption identified in this submission is recognised as a priority project in all of the relevant stateplans and strategies summarised below. Further detail is provided at Appendix 3.

Objectivel-P"

Main Roads Strategic Plan 2K12 • Providipg infrastructure that meets the growing freighttask and supports resource development

• Integrating roads with other transport modes and landuse planning

Main Roads Strategic Asset Plan • A safe road environment• Reliable and efficient movement of people and goods• Facilitate economic and regional development• Improved community access and roadside amenity

WA Regional Freight Transport • Respond to growing regional economiesNetwork Plan 2012 (DRAFT)South West Framework • Ensure supply of industrial and business development

land in appropriate locations serviced with the adequatelevels of infrastructure


Proposal PrioritisationThe classification of the Perth - Bunbury Corridor as part of the National Land Transport Networkand the construction of Perth - Bunbury Highway, Bunbury Port Access and Bunbury Outer RingRoad Stage 1 clearly signifies the importance of the region from a national perspective. BunburyOuter Ring Road Stages 2 & 3 provides the opportunity to further acknowledge the region'ssignificance and complete the high standard link connecting Bunbury, Perth and the South-West.

Future growth in the South West Region will depend on the capacity and efficiency of BunburyPort. Development will need to be supported by efficient transport corridors into the port, theBunbury industrial areas and beyond. The inclusion of this proposal in state and regional plansand the alignment with national strategies indicates that addressing goals associated with efficienttransport movements is a high priority.

The industrial land around Bunbury is gradually being occupied and becoming in short supply.Planning is now occurring to allow development of large industrial areas in the Preston andDavenport Industrial precincts to meet demand. This proposal is an excellent example of howtransport planning is integrated with land use changes to provide suitable access to new industrialareas to service current and future demand.

Problem Evaluation,01PProblem Identification

Problem Statement

The problems addressed by this proposal are:

a) Freight movements in the Bunbury area are inefficient. Trucks are required to useindirect routes and the operation of higher productivity vehicles in the region isli mited.

b) The movement of freight is becoming unreliable due to competing demands froman expanding South West population and tourism industry.

c) The liveability of Bunbury is declining due to the external costs from the movementof freight in the area.

In order to demonstrate the problem it is necessary to understand the function of the existingtransport network around Bunbury in supporting the freight task of the South West Region. This isachieved through an assessment of the key drivers that are contributing to the problem.


Current Status Future Scenario

4), n,litn

,117

Problem Assessment

As depicted in Figure 2, freight trafficinto the Bunbury Port currently uses 4main routes.

1) BusseII Highway;2) South Western Highway (from

the south);3) South Western Highway (from

the north and east); and4) Perth-Bunbury Highway.

Approximately 3.2 million tonnes ofcommodities were transported to theBunbury Port by road in 2011/12.Further detail relating to commoditytypes, quantities and roads travelled isincluded at Appendix 4.

The Bunbury Port Authority have indicated thatthe volume of road freight into the port willcontinue to increase through mining andindustrial developments, such as the increase inproduction of spodumene at Greenbushes,export of grain through the port and importationand treatment of mineral sands at Capel.Traffic originating from the north and east willcontinue to use existing routes along PerthBunbury Highway and South Western Highwayto access the BunburY Port Access Road.Traffic or4inating from the south along SouthWestern Highway will access the Bunbury PortAccess Road via the soon to be completedBunbury Outer Ring Road Stage 1.

Frequent delays are currently being Freight vehicles originating along BusseIIexperienced at rail crossings on will still need to travel through theEstuary Drive and South Western developing areas south of Bunbury and via theHighway, impacting on the levels of inner ring road.service on these roads.

Delays on Estuary Drive and South WesternHighway are expected tooincrease. To avoiddelays it is likely more traffic will use the gradeseparated crossing on Perth Bunbury Highway,increasing travel distances and leading to furtherinefficiencies.The future expansion of Bunbury Port andsupporlting rail network will result in delays andthe eVentual closure of Estuary Drive, one of themain routes into Bunbury from the north,resulting in the redistribution of approximately20,000 vehicles per day onto the Perth BunburyHighway and South Western Highway.Increases in rail traffic are anticipated due toincreases in export of alumina and proposedexport of urea and coal. This will impact levelcrossings on the Brunswick to Bunbury Port railroute and cause delays to road freight traffic.

71 Page

Main Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

I

SUNBURY PORT DEVELOPMENTipao

ainroas. dA.T.TrIALLI FREIGw.T MOVEMENTS 2e 1 112Ce,...ret

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Figure 2 -2011/12 Bunbury Port Freight Movements8IPage


Key Dnver 2 - Emaasainlibistal Centres, ,t ._

Current Status Future Scenario

Figure 3 outlines existing and planned As Bunbury and the South West continuesindustrial development in and around to expand, freight movements willBunbury. As industrial centres have increasingly compete with light vehicles fordeveloped new patterns of movement for road space, leading to unreliable journeyfreight transport have emerged. ti mes.

Land use planning in the Greater Bunbury Suitable direct links between industrialArea was predicated on the existing and areas do not exist and large vehicles needplanned major transport links in the area. to travel onto the inner ring road to gainThe area has been developing without access. Some local roads not suited to thecorresponding development of the transport task (Hynes Road and Martin Peluseynetwork, resulting in indirect routes now Road) will increasingly be used by freightbeing used by trucks and an inappropriate vehicles, impacting on efficiency,use of local roads unsuited to the task. productivity and'safety.

Inter-regional freight traffic travelling Hastie Road and Lillydale Road, both ruralbetween Perth and areas south of Bunbury roads, have also been used as a short cutmust also travel through developed urban betifeen South Western Highway andareas via the inner ring road, often at night. Bussell Highway. While this is currentlyTo avoid congestion in Bunbury, it is not manageable, traffic modelling has indicateduncommon for some freight vehicles to, use that with the completion of Stage 1 of thethe local road network to the eat of Bunbury Outer 'Ring Road, traffic volumesBunbury, which is not suited to the task. on these rods will increase, especially asHynes Road and Martin Pelusey Road have congestion on the Bussell Highway north ofbeen used by vehicles for many years as a Hastie Road becomes more pronounced.bypass from South Western Highway, andthe Shire has been seeking assistance forsome time to maintain these roads.


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101 PageMain Roads WA - Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 - DRAFT - Revision A

Problem Assessment IndicatorsA number of indicators have been identified to assess the key drivers of the problem:

• Travel Time Analysis;

• Level of Service Analysis;

• Origin - Destination Survey; and

• Traffic Noise Assessment.

Travel Time AnalysisAn indication of increasing network inefficiencies is demonstrated by analysis of travel times onkey routes through the network. Figure 4 shows that on two key routes travel times are expectedto increase by 33% by 2021. Specifically, travel times between BusseII Highway and Bunbury Portwill increase by five minutes (15mins to 20 mins) whilst travel times between Perth BunburyHighway and BusseII Highway will increase by seven minutes (22 mins to 29 mins).

35

30

25

20

15

10

Gelorup (Bussell Hwy) to Australind (Perth Bunbury Australind (Perth BunburyBunbury Port Highway) to Gelorup (Bussell Highway) to Davenport (South

Highway) Western Highway)

• 2012 • 2021

Figure 4 Travel Time Analysis

Level of Service AnalysisLevel of Service, as defined by Austroads 3 , is a qualitative measure describing operationalconditions within a traffic stream and their perception by motorists and/or passengers. There aresix categories of Level of Service (A to F). Figure 5 shows that for 28 links assessed from acrossthe Bunbury network, the number of links with level of service in the lower three categories willdouble by 2021, the majority of which will be in Category F. Level of Service Category F ischaracterised by queuing and delays, thus resulting in unreliable journey times for road users. Amap of the results, together with traffic volumes and the definition of each category are included inAppendix 5.

-

A 18 5

2 8

2 3

0 4

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2 8Figure 5 Level ot Service

3

Guide to Traffic Management Part 3: Traffic Studies and Analysis (Austroads)11 IPage


Origin - Destination SurveyMain Roads completed an origin destination survey in 2008 of the vehicles travelling on the mainroutes into Bunbury. The survey was undertaken over a single 10 hour period and gave asnapshot of vehicle movements on the main roads network on that day.The Survey indicated that;

1. Approximately 20% of freight traffic from the south passes directly through Bunbury duringthe day;

2. Approximately 30% of freight traffic from the south travelled to the port (BusseII 27%, SWH36%); and

3. Approximately 50% of freight vehicles entering Bunbury travel to other destinations withinBun bury.

The results of the survey support the Travel Time and Level of Service analyses and demonstratethat there is an opportunity to remove a significant volume of traffic from local roads within Bunburyto improve freight efficiency, reduce congestion and enhance sOcial amenity.

Traffic Noise Assessment

Figure 6 shows the current and planned urban areas in and around Bunbury. All residential areasin close proximity to the main roads network (Perth Bunbury Highway, Robertson Drive andBusseII Highway) are currently affected by traffic noise. Traffic noise has been increasing withgrowth in traffic volumes, in particular freight traffic.

A number of studies and noise monitoring exercises have indicated that noise levels in residentialareas around Bunbury are excessive:

• Results from a 2001 study examining noise levels at residential locations in Bunburyindicated decibel levels that exceed current acceptable standards;

• Noise monitoring undertaken in 2062 indicated that noise levels at residences adjacent tothe Perth Bunbury Highway (Eaton) and Robertson Drive 'either exceeded, or were veryclose to, noise limits detailed in the VV4PC State Planning Policy 5.4 Road and RailTransport Noise and Freight Considerations in Land Use Planning; and

• Additional noise monitoring undertaken in 2012 at a residence adjacent to the BussellHighway in Gelorup indicated that both daytime and night time noise levels exceeded theWAPC noise limits.

The WAPC Policy was established to protect people from unreasonable levels of transport noiseby establiSning a standardised set of criteria to be used in assessing development criteria. Thecriteria consist of daytime and night time noise targets (desirable) and noise limits (maximum).However, even when traffic noise levels are below the WAPC noise targets and limits, it is notuncommon for Main Roads to receive complaints regarding traffic noise.

While new developments such as those at Dalyellup adjacent to the Bussell Highway will need toconstruct noise mitigation measures such as noise walls or bunds to ensure the WAPC noisetargets are not exceeded, there are no plans to retrofit noise walls or bunds adjacent to existingurban areas to reduce the noise levels back to below the WAPC noise targets or limits.

A major source of complaints is the night time traffic noise, generally generated by inter-regionalfreight vehicles travelling to Perth or the port at night. Continued growth in inter-regional and porttraffic is likely to significantly increase night time noise levels.

While daytime traffic volumes will generally remain high and noise mitigation measures will still berequired to maintain noise levels below specified limits, the proposal provides the opportunity toremove inter-regional and freight vehicles from residential areas which will improve the amenity ofthese areas.

12 lPageMain Roads WA — Infrastructure Australia SubmissionSunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

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131 PageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

Qualitative ImpactsFurther to the quantitative indicators discussed above, therEsocial and environmental impacts generated by the problems.of impacts addressed by this proposal is summarised in Figure

are a number of other economic,A qualitative summary of the range7.

Impact.-

Economic Transport • Operator costs related to longer travel timesEfficiency (freight and private users).

• Inefficiencies related to travel time unreliability.

• Higher maintenance costs from inappropriateuse of local roads.

Constraining Lost production through inefficient freightGrowth supply.

• Investment potential not realised.

• Economy wide flow-on effects.

Tourism • Congestion in Bunbury will act as a deterrent tovisitors travelling to the south west. (An

" important industry in south west WA)

Social Amenity • Loss of quality of life from noise and vibrationcaused by increasing volume of heavy vehiclesaffecting residential areas.

Safety • Loss of life, injury and property damageassociated with heavy vehicle movements.

Accessibility Decreased participation in activities due toreduced accessibility associated withcdngestion.

Environmental Emissions • Pollution associated with inefficient freighttransport (longer routes and idling incongestion).

Figure 7 Economic, Social and Environmental Impacts

14iPageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

Problem AnalysisThis section provides an analysis of the problems in the context of the key demand drivers for thisproposal, as follows:1) Population growth;2) Bunbury Port expansion and the impact on level crossings;3) Development of industrial centres;4) High productivity vehicle limitations; and5) Road safety improvement measures.

Population GrowthOver the past five years the resident population of the South West region has grown at an averagerate of 3.0% per annum. As with the economic performance of the region, this growth isconsiderably higher than the State and national averages for the same period of 2.7% and 1.8%respectively. Population growth in Bunbury itself has been even faster. Greater Bunbury, whichincludes the City of Bunbury and the adjacent urban areas in the shires of Capel, Dardanup andHarvey, grew by 3.7% per annum for the period 20q6-2011 to a total population of just over70,0004.

Looking to the future, high population growth is set to continue with the South West region forecastto increase by almost 40% over the next 15 years, or around 2.2% per annum 5 . Most of thepopulation growth is expected to occur close to the coast, with the biggest population increasesforecast for the City of BusseIton and the Greater Bunbury area.

Bunbury is currently the major employment centre for residents of BusseIton, and the predictedpopulation growth in the City of BusseIton is reflected in the significant growth in traffic modelledon the BusseII Highway between Bunbury and BusseIton.

The growth in population in Bunbury is reflected by a necessary expansion in land requirements.Continued growth to the south of the city aong the p,upse I I Highway puts increasing pressure onthe only route into and through'I gunbury fröM the sOuth. To cope with this increased demand,further signalised intersections Will be required along the Bussell Highway to ensure safeconnections between residential developments and the main roads network. The implication of thisfor freight movement however is less reliable journey times.

•j1

4 Source: Regional Population Growth, ABS Catalogue 3218.05 Source: SVVDC (http://www.swdc.wa.gov.au/information-centre/statistics/population.aspx)

15 IPageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

ether— ImpelScca sand — Evarts 29

Mineral sarxls — Exports 3%

C0J-ier — Exports 5%

Caustic soda — imports cl%

Woodchips — Exports 11%

Alumina — Exports 67%

Bunbury Port Expansion and the Impact on Level CrossingsThe Bunbury Port is a seven-berth deep water facility that services the South West Region. Withprimarily an export function, the volume of commodities through the port has grown significantly to14 million tonnes in 2010-11, representing an increase of more than 20% over the past 10 years6.Trade through the port is predominantly exports which account for around 90% of total volumes.The port is ranked fourth in the State and thirteenth nationally for volume of trade handled'. Thecapacity and efficiency of the Bunbury Port is a major economic driver in the South West region ofWA.

Commodity volumes through the port are dominated by alumina (Figure 8) which is transported tothe port by rail from Pinjarra, Wagerup and VVorsley on the Perth to Bunbury single track narrowgauge line. With the exception of caustic soda, all other exports are transported to the port byroad. In 2011/12 exports transported to Bunbury Port by road totalled 3.2 million tonnes (seeAppendix 4 for further detail).

Figure 8 Bunbury Port Autlittilty ThroLighput by Commodity (2010-11)Source: Ports Handbook Western Australia (2011)

Both the port and access , paths to the port will require expansion to service continued growth ofexisting commodities, as well as emerging industries. Planned plant expansions at Wagerup andVVorsley and a coal-to-urea 'plant near Collie will add another 40% to the annual freight task.Overall, exports through Bunbury Port are expected to double over the next decade8.The planned expansion of the Bunbury Port will eventually result in the closure of Estuary Drive,one of the main routes into Bunbury from the north, resulting in the redistribution of approximately20,000 vehicles per day onto the Perth Bunbury Highway and South Western Highway. A Level ofService of F is already expected on these links by 2021 without the additional traffic diverting fromEstuary Drive.

6 Bunbury Port Authority (http://www.byport.com.au/)

7 Ports Australia (http://www.portsaustralia.com.au/tradestats/?id=1 &period=1 1)8 Discussions with Bunbury Port


Train movements will double with the proposed export of coal and urea through Bunbury Port.Brookfield Rail has indicated that in order to accommodate the increased quantity of commoditiestransported by rail, train lengths are planned to double to almost 1000m.

Longer train lengths will have an impact on the road network through increased delays at levelcrossings. Delays are expected to be more frequent and longer in duration as indicated in Figure9.

Figure 9 Delays at Level CrossingsThe increased delays at level crossings are expected to have the following network effects:

• To avoid delays, traffic on Estuary Drive will divert to the Perth Bunbury Highway, adding tocongestion on this road. Current traffic volumes on Estuary Drive are in the order of 13,000vehicles per day and are expected to increase to 20,000 by 2021 (as modelled without theimpact of railway crossings).

• The total delay at South Western Highway is expected to increase to about 15 minutesevery hour, and the delay for the longer trains will be 5 minutes for each trip.

• The delays at the level crossings on South West Highway will become unacceptable forthis important route between BunburY and areas to the north, including Collie and thePreston North Industrial area.

• Other level crossings on the railway line between Brunswick and Picton will also beaffected by an increase in train traffic, including the level crossing on Martin Pelusey Road,which currently provides access to the Preston South industrial area and acts as a pseudo-bypass.

The anticipated increase in delay at the leyels crossing not only reduces the reliability of the roadnetwork but often creates downstream imPacts that are difficult to quantify. Traffic diverts to otherroutes leading to increases in congestion, adversely impacting road safety. Long vehicle queuesgenerated by road closures often take some time and distance to disperse. This createsintermittent increases in congestion on nearby sections of the road network, often resulting infurther driver frustration and reduction in road safety.

Development o ustria1 Cent,—Significant growth is occurring at major industrial centres in the Bunbury area These centres aremajor driVers of the freight task and are central to the economic performance of the region.

The Preston Industrial Precinct is situated to the east of the Bunbury Central Business District,and is within the municipalities of the dity of Bunbury and the Shire of Dardanup, extending fromthe Perth Bunbury Highway in the north to the Moore Road area in the south.

Currently there are 16 industries operating in the northern precinct, including limestone productsmanufacturing, warehousing, earthmoving, recycling and distribution of oil products,manufacturing, and processing. The development is drawing the interest of higher-value industriesseeking a site in a well-planned estate with good access to major services, transport linkages andthe Bunbury Port. It is well located for general industrial purposes having the South WesternHighway and Perth-Bunbury Highway on the north and south boundaries, and the Port AccessCorridor on the western boundary.

The southern precinct has recently expanded with the development and release of more landalong Harris Road, and structure plans are currently being prepared for rezoning of more landnorth of Harris Road and along the Port Access Road.

Industries on Moore Road are involved with timber processing, including milling and chipping ofti mber for export, generating significant volumes of large freight vehicles delivering logs to theplants and exporting timber products to Perth or the port.


The Davenport Industrial Precinct is situated to the south of Bunbury along the South WesternHighway. Areas in the vicinity of the Inner ring road closer to Bunbury have now been fullydeveloped and planning is currently in place to develop the industrial zoned land further southalong the highway near the Bunbury Outer Ring Road. The area is generally dedicated to lightindustries, but includes a major meat processor.Consideration is also now being given by the Department of Planning for the future expansion ofthe industrial areas to the east of the Bunbury Outer Ring Road into Waterloo. Plans for the areainclude a freight inter-modal facility.The Kemerton Industrial Park is a 7,500 hectare site located 17 kilometres north east ofBunbury. A number of industries have been established at Kemerton including 2,019ha of coreindustry, 293ha of support industry and 5,231 ha of buffer areas. Growing Kemerton is part of theState Government's strategy to create local jobs and busines ,s opportunities. With paralleldevelopment of key port access infrastructure, Kemerton is strategically well placed to be a centrefor future major industry in the area. The Park has developed a 'Strategy Plan' aimed at enablingthe Kemerton Industrial Park to become 'an internationally competitive, efficient andenvironmentally responsible downstream processing in'dustrial facility for the South West.'The Shotts Industrial Park covers over 200 hectares and is located 12 kilometres east of thetownship of Collie, 60km east of Bunbury. The Park has broad support from the businesscommunity as well as State and local governm,ents. Perdaman Chemicals and Fertilisers haveenvironmental approval to construct a $3.5 bilIibh coal to urea plant. Cbnstruction is currentlyexpected to commence in 2013 with the plant operating at full capacity by the end of 2016 9 . Theplant will consume about 2.7 million tonnes of coal per annum. Premier Coal currently operate anopen cut mine in Collie and looking to establish a coal-char plan in the park.High Productivity Vehicle LimitationsThe road infrastructure in Bunbury does not support higher productivity vehicles (HPVs) such as36.5 metre road trains. The current limit in ,the area is generally 27.5 metre although some longervehicles have been allowed wider strict conditions.The recent completion of the Forrest Highway project provided a high standard link from Perthsuitable for 36.5 metre road trains.There is now an opportunity to incorporate Bunbury into the network, thus improving the efficiencyof freight transport in the area.With predicted future increases in traffic, community concerns relating to increasing volumes oflarge, heavy vehicles operating on the existing network are likely to intensify and there is also apossibility of future limitations on the length of freight vehicles operating on the existing roadnetwork.

9 Source: Perdaman Chemicals and Fertilisers (http://www.perdaman.com.au/our-operations/collie-urea-manufacturing/project-timeline.aspx)

181PageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

http://www.perdaman.com.au/our-operations/collie-urea-manufacturing/project-timeline.aspx)

450

400

Year 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009

350

300

250

200

150

100

50

Road Safety Improvement Measures

Historical crash data provides an insight into the relationships between road safety, traffic volumesand transport efficiency. Figure 10 shows the number of crashes on the main roads networkaround Bunbury.

The crash statistics indicate that the number of crashes on the main roads network have beengrowing relatively proportional to the increases in traffic volumes; except in recent years where thenumber of crashes has remained fairly constant, even with the increases in traffic.

This may be attributed to continued minor improvements on the network such as signalisation ofintersections as well as reductions in speed limits on approaches to Bunbury.

—Total

—Fatal

—Hospital

—Property_Damaged_Only_Major—

Propel ty_Damaged_Only_klitior

-*Edo') Total

Figure 10 - Crash History (1

Whilst minor modifications have been successful at preventing further escalation in crash rates,some of the measures ' have added inefficiencies to the network. gor example, lowering speedli mits has been implemented to improve safety blit at the same'time has increased travel times.Installation of signals has also resulted in inefficiencies on through routes.

Other recent measures, such as the sighalisation of the Eelup roundabout and opening of the PortAccess Road will contain the,„crash rate for a few years. However, it is expected that continuedgrowth in traffic volumes will increase the crash rate exponentially as congestion becomes morepronounced.

Crash rates on local roads currently used by inter-regional traffic are also a problem. Over the last5 years, there have been 33 crashes, including 2 fatal and 10 hospital crashes, on Hynes andMartin Pelusey Roads. Traffic volumes on these roads, as well as Hastie and Lillydale Roads, arepredicted to increase with the opening of Stage 1 of the Bunbury Outer Ring Road, with acorresponding increase in crashes.

Need for Government InterventionThis proposal has been developed as a priority to address the following concerns:

1) Freight routes to major economic centres are inefficient, resulting in lost productivity;

2) There is a risk that major industrial areas do not fulfil their economic potential; and

3) Quality of life in the region is being adversely impacted by loss of amenity and safetyconcerns.

The problems associated with this proposal require a government response to address theadverse effects on the community currently being experienced. Suppression of key driversinfluencing the problem, such as restricting the volume of exports from Australia's South Westwould have a significant impact on the Australian economy. The appropriate Governmentresponse in this instance is to find alternative policy and infrastructure options that can supporteconomic growth and reduce the safety and social impacts from high freight movements on roadsthat are not fit for purpose. Government intervention is required to promote growth through theprovision of essential transport infrastructure.

19 1PageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

0 1 1

0 0 1

0 1 0

1 1 0

2 2 2

X

x

X

X

if

Solution SelectionOption Generation

Strategic Options AnalysisFive strategic options have been considered to address the problems articulated in the previoussection. They include 'non build' measures such as demand management and planning controlsas well as options requiring capital expenditure to either upgrade the existing network or providenew infrastructure. An assessment has been made as to the effectiveness of each option inaddressing the three problems (efficiency, reliability and liveability). A summary of thisassessment is presented in Figure 11 with justification of the scores provided in Appendix 6.

1 , . Criteria - • - Short1 . ency Reliability- Liveabilit ist_

Place curfews on railDemandA and/or road freight

Managementaccessing the port

Control settlement areasLand Use

for expanding populationB and Planningand limit growth in port

Controlsand industrial areas

Establish a publicDemandC transport network inManagement

Bunbury

Upgrade the existingExpansion of

network including gradeD Existing

separation of theInfrastructure .

rail/road level crossings,Expand the network.

New Construct BunburyE

Infrastructure Outer Ring Road Stages'2 and 3

Figure 11 - Strategic Options Ass3ssment

As a result of the above assessment, the following option has been developed in more detail byMain Roads:

Option E - Expand the network. Construct Bunbury Outer Ring Road Stages 2 and 3.Whilst the 'non-build' options are shown as not satisfactorily meeting all of the assessment criteria,it is acknowledged that some of these strategies can be implemented to complement the preferredoption. For example, as the Bunbury population continues to grow, the feasibility for running aviable public transport service will increase. An integrated transport study has been commissionedby the WAPC and the Department of Planning to build on the integrated planning beingundertaken by the City of Bunbury and to ensure the benefits of integrated planning are realisedthroughout the sub-region.

Also, as the number and length of rail services into the port increase, delays at the level crossingson the train routes into the port will become unacceptable for road traffic. The resulting delays attwo level crossings in Bunbury and the eventual closure of Estuary Drive will need to beaddressed, most likely through construction of the Picton Deviation of the South Western Highway,which will assist in replacing the lost capacity and provide an alternative high standard route intoBunbury from the north and east.

Construction of the Picton Deviation, which will provide grade separation over the railway, isconsidered necessary in any event once train services are increased into the port, however byconstructing the BORR and providing capacity on an alternative route, the investment required tocomplete the Picton Deviation may be deferred.


Option Assessment

As only one strategic option has been shortlisted, a project options assessment is not included inthis submission. However, in anticipation of further work required to assess alternative projectoptions, an options assessment framework has been developed and is detailed in Appendix 6.

A major component of the assessment framework is the benefit-cost ratio (BCR). An indicativeBCR for the Bunbury Outer Ring Road (BORR) is presented in Figure 12. This estimate is basedon outputs from the Mandurah — Dunsborough traffic model. It is stressed that this is an indicativeBCR as:

• The scope includes completion of the BORR and the Port Access Road (PAR);• The cost estimate has since been superseded;• Maintenance cost implications have not been assessed; and• Safety and emissions benefits are not included. Safety benefits are expected to be

substantial as expansion of the road network will reduce the network crash rate in twomanners. The number of crashes on the existing network will be reduced as trafficnumbers and congestion are lower, and the new roads will be higher standard roads andtherefore inherently safer.

Although this is an indicative BCR it does provide a good indication that the project benefitsexceed the cost and that freight movements are a large beneficiary of the project (commercial timesavings is the largest benefit stream).

Capital Cost fz$550mBenefitsVehicle Operating CostSavings $141mCommercial Time Savings $274mPrivate Time Savings $250m TOTAL BCR 1.2

Figure 12 Indicative Benefit-cost Analysis (Includes BORR and PAR) — 30 Year Appraisal

The major driver of benefits in the BCR is the travel ti me savings. Figure 13 provides anill ustration of the travel time savings generated by the project in 2021. There is almost a 50% (14minutes) time saving between Perth Bunbury Highway and the BusseII HighwaV.

35

30

25

20

15

10

5

0

Gelorup (Bussell Hwy) to Australind (Perth Bunbury Australind (Perth BunburyBunbury Port Highway) to Gelorup (Bussell Highway) to Davenport (South

Highway) Western Highway)

• Base • Project

Figure 13 Travel Time Savings in 2021


21IPage

The completed Bunbury Outer Ring Road will provide a free-flowing road link that connects thefour major roads radiating from Bunbury on the outer edge of the city's development: the PerthBunbury Highway, South Western Highway (north), South Western Highway (south) and BusseIIHighway. A locality plan, including the current proposed alignment, is at Appendix 1.

The completed BORR will serve three core purposes:• Provide more efficient access for freight to the Bunbury Port (via the Port Access Road)

and to expanding industrial centres by providing more direct routes and providinginfrastructure for 37.5 metre vehicles;

• Reduce congestion on the network, thus providing more reliable travel times; and)=. Divert a significant number of heavy vehicles away from the residential areas of Bunbury to

improve social amenity.The BORR is planned as a controlled-access four-lane dual carriageway road with the capacity tobe upgraded to freeway status over the long term. The land required for the Bunbury Outer RingRoad Alignment has been reserved in the Greater Bunbury Scheme.

The first stage of the BORR, between Boyanup-Picton Road and South Western Highway (south),is already funded with the Commonwealth and State Governments *ether providing $170 millionfor the Bunbury Port Access Project (including BORR Stage One). Construction commenced in2012 and the road will open to traffic in 2013.

The first stage will provide improved access between the Bunbury Port and South WesternHighway via the completed Port Access Road. It will also provide improved access to the PrestonIndustrial Area from South Western Highway (south) and a shorter route between the Davenportand Preston industrial areas.

The second stage of the BORR will be the southern section of road between South WesternHighway and Bussell Highway. The road will be constructed as a 4 lane dual carriageway with atgrade intersections at Hastie RO-ad and Bussell Highway. The road will divert freight traffic awayfrom urban areas along Bussell'14ighway and the Inner Ring Road, by providing an alternative,more free-flowing route to the Port and to the Perth Bunbury Highway via the Port Access Road. Itwill provide a more direst, route to the Preston and Davenport industrial areas from BussellHighway, reducing traffic volUmes on Lillydale Road.

The third and final stage of the BORR will be the northern section of the road between the PerthBunbury Highway and Stage 1 near the Boyanup Picton Road. The road will be constructed as a 4lane dual carriageway with grade separated interchanges at Perth Bunbury Highway, SouthWestern Highway and the Boyanup Pidtoh Road, and at grade intersections at Harris Road. Theroad will provide improved access to the Preston Industrial areas via South Western Highway,Harris Road and Moore Road.

Stage 3 of the BORR will complete the high standard bypass of Bunbury for inter-regional traffic,diverting in the order of 10,000 vehicles per day by 2021 away from the Inner Ring Road.

22iPageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

Capital Cost EstimateBORR Stage 2 — Southern Section Construction Timeframe proposed -2015— 2016Budget Estimate out-turn dollars - In the order of $150M (assumes escalation of 4.5% pa)BORR Stage 3 — northern section Construction Timeframe proposed -2018— 2019Budget Estimate out-turn dollars - In the order of $400M (assumes escalation of 4.5% pa)The budget estimates are based on the draft preliminary design for Stage 2 and conceptual designfor Stage 3 and need to be considered with caution. Revised estimates are being prepared andP50 and P90 estimates will be prepared following completion of preliminary designs.Project StatusThe scope of work is being finalised for the southern section of the BORR. Preliminary design is inprogress and an environmental impact assessment has been completed, in preparation for referralof the project to the EPA and DoSEWPaC for environmental assessment and approvals in 2012.The southern section will impact on some areas of native vegetation that supports endangeredfauna, which will require environmental assessment under the EPBC Act.The alignment of the northern section of the Bunbury Outer Ring Road is currently under review.The Department of Planning and Department of Transport have requestedia review of the designand alignment to facilitate development of urban land to the east of the Perth Bunbury Highwayand development of a railway station in the median of the Perth Bunbury Highway. A newalignment has been selected, but will require further stakeholder consultation and planningapprovals, before the alignment and scope of works can be finalised. Planning activities areexpected to take another 1- 2 years.The revised route is through cleared farmland, requiring minimal clearing of vegetation, but willdisturb the current agricultural land use.Through a managed stakeholder engagement process, broadrupport for the proposal from all of

'IT firthe regional Local Government Areas has been achieved. CI)

Project DeliveryThe delivery method is still to be decided, however it is likely that the delivery method for thisproject will be via a publicly tendered Design and Construct Contract involving a three stageprocess: Expressions of Interest, Requests for Proposals and Award of Contract. This isconsistent with the delivery process underway for the Bunbury Port Access Project Stage 2.Whilst the preference would be to tender Stages 2 and 3 as a single package, this may not bepractical due to funding constraints or resource availability. An alternative approach would be toundertake each stage sequentially. In this case Stage 2 (southern section) would be completedfirst which would immediately imbrove efficiency for freight accessing Bunbury from the south andprovide congestion, noise and safety benefits for the population that is growing along the southerncorridor.Construction of the southern section alone will result in additional traffic using the Port AccessRoad or other local road (Hynes Road and Martin Pelusey Road) to access Perth BunburyHighway and avoid the Inner Ring Road. While the Port Access Road has been constructed as ahigh standard two lane road, traffic modelling has indicated that it will become congested andintersections will operate at poor levels of service. Hynes Road and Martin Pelusey Road are lowstandard two lane sealed roads constructed to service the previous agricultural land use, and arenot suitable for large volumes of traffic. The budget estimate for Stage 2 includes a provisionalamount to widen these roads and improve intersections to provide an acceptable road safetystandard until Stage 3 can be completed.Stage 3 (northern section) would need to be constructed shortly after Stage 2 to avoid congestionon the Port Access Road and reduce traffic volumes on Hynes Road and Martin Pelusey Road.


RiskThe options analysis has demonstrated that construction of the Bunbury Outer Ring Road willdirectly respond to each of the problems being addressed by this proposal. However it is prudentto identify and mitigate any risks that could mean the desired outcomes of the project are notachieved. These are considered in Figure 14.

4.,11. I 6111GfpInduced traffic dampens the Low The BORR will be a four lane dualefficiency and amenity benefits carriage way providing sufficient capacitygenerated by the project. for the long term.

Heavy vehicles continue to use Low Journey times (and therefore cost)local roads. savings will attract freight vehicles to the

BORR. BORR ,:will be signed as theheavy vehicle route.

Forecast increases in the demand Low Investment to drive the growth in thefor freight movements do not South West region is committed. E.g.eventuate. alumina extraction is to be expanded and

the coal to urea plan 'at Shotts IndustrialPark is committed. Plans for BunburyPort expansion are well advanced.

Figure 14- outcome Risks

Alternative Financing OptionsIt is proposed that the Bunbury Outer Ring Road is entirely funded by the combined contributionsof Federal and State government. Figure 15 shows that other options for funding have beenassessed but are not considered feasible for this proposal.

- ',111111Init

Road User Charging - Tolls • It is not the policy of the WA government to implement.• The cost of implementing a toll system on the BORR will

be disproportionately large for a relatively short stretchof rdad.

• Tolls will lirnit the level of diversion to the BORR fromthe existing network thus constraining the benefits of theproject.

Private Sector Contributions • Project will benefit a large number of operators tofrom Specified Beneficiaries varying degrees.Figure 15 - Alternative Financing Options


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Appendix 1 - Bunbury Outer Ring Road Locality Plan

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Main Roads WA — Infrastructure Australia Submission 25IPageBunbury Outer Ring Road Stages 2 and 3— DRAFT - Revision A

Appendix 2- National Policies and Strategies

Infrastructure Australia National Strategies

This proposal supports two Infrastructure Australia national strategies 1) A National FreightNetwork and 2) Competitive International Gateways. In Communicating the Imperative for Action,a report by Infrastructure Australia to the Council of Australian Governments, a number of goalsare identified which relate to the desired outcomes of each of the IA National Strategies. Thefollowing table identifies the goals associated with these strategies that this proposal will support.

National Strategy Goal This Proposal

A National Freight A national freight network This proposal will improve theNetwork capable of efficiently moving efficiency of freight movements,

freight by rail and road both by rail and road, in theBunbury region

Competitive International Cutting the cost of moving This proposal will reduce costsGateways goods and bulk commodities related to the supply chains to

through ports and airports Bunbury Port. Costs to bothand related logistics chains users and non users (wider

society) will be reduced.

National Land Freight Strategy

The National Land Freight Strategy discussion paper identifies a number of long term goals for anational land freight network. The goals which are addressed by this proposal are:

• I mproved economic, social and safety outcomes;• High productivity vehicle capability and access; and• Appropriate separation of personal transport and freight.

National Ports Strategy

The National Ports Strategy has been developed to support the implementation of 'CompetitiveInternational Gateways'. The strategy recognises the need to identify the future infrastructurerequirements of Australia's ports, including road and rail links to access the ports. The report alsoidentifies the importance of trade performance to Australia's productivity, living standards andquality of life. The objectives of the National Ports Strategy match well with this proposal aspresented in the following table.

National Ports Strategy This Proposal

To improve the efficiency of port related This proposal will:freight movements across infrastructure • Increase efficiency of port related freightnetworks, minimise externalities associated movements across infrastructurewith such freight movements and influence networks;policy making in areas relevant to freight. At

• Minimise externalities associated withthe same time being mindful that other

such freight movements; andnational goals, including security and safety,

• I mprove safety.are also important

Perth-Bunbury Corridor Strategy (Auslink)

The strategic importance at a national level of access to Bunbury was articulated in the Perth —Bunbury Corridor Strategy 2007 (Auslink). The following short-term priority identified in thestrategy applies directly to this proposal:

Provision of capacity for increased road traffic and provision for improved access to Bunbuty Port.

26iPageMain Roads WA — Infrastructure Australia SubmissionSunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

Appendix 3 - State and Regional Policies and StrategiesMain Roads WA Corporate Policies and Strategies

Main Roads WA has a range of corporate policies and strategies that support and identify thePerth-Darwin National Highway as being a high priority and a key piece of network infrastructurethat will contribute to the prosperity of the national economy. These policies and strategies aresummarised below.

Main Road's 2K12 Corporate Plan

Main Roads' Strategic Plan 2k12 outlines a range of strategic areas of focus that assist in theachievement of government goals; providing efficient access for all modes of transport andcontributing to the economic prosperity of the nation. Bunbury Outer Ring Road Stages 2 & 3 linksdirectly to the specified Areas of Focus of "Providing the Right Roads for Western Australia" and" Making Roads Work for the Community".

Main Road's Strategic Asset Plan 2012/13

Main Roads'2012/13 Strategic Asset Plan identifies and l,explains Main Roads' investment prioritiesover the next 10 years. Bunbury Outer Ring Road Stages 2 & 3 is listed as an Indicative PriorityProject Proposal for State/Federal Joint Funding in the Strategic Asset Plan.

WA Regional Freight Transport Network Plan 2012 (Draft)

The Western Australian Government seeks to optimise the efficient use of the freight network,improve safety and social amenity outcomes, and alleviate the impact of heavy freight movementson regional centres. This is outlined in the Western Australia Regional Freight TransportNetwork Plan (draft). The development of this plan reflects the need for Government to respondto the challenges facing regional economies to ensure sufficient infrastructure is in place tofacilitate growth and support competitiveness of regional industries.

A key issue facing Western Australia is ensuring the provision of infrastructure meets the growingfreight task and supports resource development. The Bunbury proposal responds to this issue bycontemplating the future growth of freight to and from the Port arising from resource projects in theregion and projected growth in road transport of various commodities.

Regional Policies and StrategiesGreater Millbury Region Scheme

The Greater Bunbury Region Scheme provides for the reservation and protection of land forregional transport and infrastructure, and 'the identification and protection of land having strategicimportance for industrial and future urban use. The aims of the Scheme are to promote thesustainable development of landiltaking into account relevant environmental, social and economicfactors and provide :for regional tt'ansportation, community services and infrastructure in a way thatis efficient, equitable and timely. The Scheme includes the reservations for Primary RegionalRoads, including the Bunbury Outer Ring Road.

South West Development Commission

The importance of the region is recognised through the establishment of the South WestDevelopment Commission (SVVDC); a statutory authority of the Western Australian government,with a board of management selected from the community, local governments and ministerialappointments. Developing the region's economy and improving quality of life are key areas offocus for the SVVDC. Planning by the SVVDC strongly supports this proposal which can bedemonstrated through:

The SWDC Strategic Plan;Submission to IA prepared by SVVDC in March 2011 in relation to South WestInfrastructure; and" Roads to Export" — an SVVDC Infrastructure Investment Plan.

27lPageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

Appendix 4 - 2011/12 Commodity Statistics By Road to Bunbury Port

• ota • uani , ,. •. .

Commodity2011/12

Oj _ea

BussellHwy

„.. ;

Into B,

PerthBunbury

Hwy

Local -Willinge

Drive

SouthWestern

Hwy(south).

SouthWestern

Hwy(north)

ExportsMineral 500,000 400,000 100,000SandsVVoodchips 1,400,000 400,000 1,000,000Spodumene 400,000 400,000Silica Sand 350,000 350,000Copper 220,000 220,000ConcentrateIron 200,000 200,000ConcentrateMiscellaneous 100,000 100,000

TotatExports 3,1'70000 1,000,000 li 4t)0,000 100,000 570,000 100,000

ImportsMineral 160,000 160,000SandsPetroleum 80,000 80,000CokeMiscellaneous '60,000 60,000

Total Imports 300,000 fr6-0,000 80,000 60,000

Total by Road(tonnes)

444.3,470,000 1: 160,000

J.

1,400,000 100,000 650,000 160,000

Average truckmovementsper day

230 280 20 130 30

source: tiunPury F-'ort Autnority

Notes 1) Quantities export/import through port are provided by Bunbury Port Authority;2) Quantities by roads are estimates where commodities have originated from various

locations;3) The Port authority have advised the following anticipated trade growth on roads:

>Additional 300,000 tonnes of mineral sand via Bussell Highway (Capel).>Additional 1,000,000 tonnes of grain via South Western Highway north.>Additional 85,000 tonnes of mineral sands via south western highway(north from

Dardanup).4) The average truck movements are based on Class 9/10/11 type vehicles carrying about 40

tonnes on average working weekdays only (i.e. 250 days per year) and allows for a returntrip; and

5) Note that it is difficult to predict the routes for woodchips as the source changes dependingon locations of plantations and harvesting patterns.

28IPageMain Roads WA - Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 - DRAFT - Revision A

I

Appendix 5 - Bunbury Traffic Volumes and Levels of Service

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Appendix 5 - Bunbury Traffic Volumes and Levels of ServiceBunburv Area Road Network


Level of Service DefinitionsLevel of Service A A condition of free flow in which individual drivers are virtually

unaffected by the presence of others in the traffic stream. Freedom toselect desired speeds and to manoeuvre within the traffic stream isextremely high, and the general level of comfort and convenienceprovided is excellent.

Level of Service B In the zone of stable flow where drivers still have reasonable freedomto select their desired speed and to manoeuvre within the trafficstream. The general level of comfort and convenience is a little lessthan with level of service A.

Level of Service C Also in the zone of stable flow, but most drivers are restricted to someextent in their freedom to select their desired speed and tomanoeuvre within the traffic stream. The general level of comfort andconvenience declines noticeably at this level.

Level of Service D Close to the limit of stable,flow and approaching unstable flow. Alldrivers are severely restricted in their freedom to select their desiredspeed and to manoeuvre within the traffic stream. The general levelof comfort and convenience is poor, and small inCreases in traffic flowwill generally cause operational problems.

Level of Service E Traffic volumes are at or close to capacity, and there is virtually nofreedom to select desired speeds or to manoeuvre within the trafficstream. Flow is unstable and minor disturbances within the trafficstream will cause breakdown.

Level of Service F In the zone of forced flow, where the amount of traffic approachingthe point under consideration exceeds that which can pass it. Flowbreakdown occurs, and queuing and delays result.

31 WageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

Appendix 6- Option Generation and Assessment

Strategic OptionsSix strategic options have been considered to address the problems addressed in thissubmission. They include 'non investment' measures such as demand management andplanning controls as well as options requiring capital expenditure to either upgrade theexisting network or provide new infrastructure. The strategic options are:• Option A: Demand Management - Place curfews on rail and/or road freight accessing

the Port.• Option B: Land Use and Planning Controls - Control settlement areas for expanding

population and limit growth in Port and Industrial Areas.• Option C: Demand Management — Establish a public transport network in Bunbury.• Option D: Upgrade of Existing Infrastructure - Upgrade the existing network,

including grade separation of rail/road level crossings.• Option E: New Infrastructure - Expand the network. Construct Bunbury Outer Ring

Road Stages 2 and 3.

Strategic Options AssessmentIn order to determine a short list of options for detailed appraisal, the strategic options havebeen tested against each of the goals that this proposal aims to achieve. For each goal theoption is scored as follows:

• 0 = Option does not achieve goal• 1 = Option partially achieves goal• 2 = Option fully achieves goal

a) Freight movements in the Bunbury area are inefficient with trucks required touse indirect routes and higher productivity vehicles are unable to operate inthe region.

Option Assessment ScoreOption A Demand management will not change the nature of the indirect routes

currently used. Inefficiencies will be made worse if freight movements 0are limited to certain times of day.

Option B Industrial centres are too established for planning controls to influencefreight movements. Limiting growth will harm the productivity of the 0region.

Option C Bunbury does not currently have sufficient population for publictransport to have sufficient impact on improving travel times. In-direct 0freight routes will remain.

Option D Levels of service will be kept at acceptable levels however traffic willdivert to local roads to shorten travel distances and avoid congestionon the main roads. Levels of freight efficiency will be maintained.

1Grade separation of the level crossings will remove the inefficientimpact of rail on the road network. However the indirect freight routeswill remain and higher productivity vehicles will not be able to operate.

Option E Completion of the Bunbury Outer Ring Road will provide direct andefficient freight routes, relieve congestion on the existing network and 2provide a standard of road suitable for higher productivity vehicles.

32113ageMain Roads WA — Infrastructure Australia SubmissionBunbury Outer Ring Road Stages 2 and 3 — DRAFT - Revision A

b) The movement of freight is becoming unreliable due to competing demandsfrom an expanding Bunbury population.

Option Assessment ScoreOption A Demand management may assist with 'on-road' reliability however

constraining freight movements to certain times of day will havedetrimental up and down stream operational impacts. Rail into the port 0is already operating at near capacity 24hrs per day and restrictionsare not possible

Option B Industrial centres are too established for planning controls to influencefreight movements. The population must be allowed to expand in 0order to fulfil the employment opportunities that will service theexpanding port and industrial centres.

Option C A successful public transport network will induce' mode shift from cartravel and therefore free up the road network for freight movements. IHowever this is only expected to be feasible for Bunbury in the longerterm when population increases.

Option D Upgrading the infrastructure will increase capacity to cater for theexpanding population. However the intervention may bring marginalimprovement in the short term but in the longer term reliability willreturn to existing levels and worse.

1Grade separation of the level crossings will improve the reliabilitysignificantly where the rail currently intersects the road network. Theimpact on the broader network however will be limited, especially'asthe population continues to grow.

Option E Expanding the network will provide the additional capacity required toservice an expanding population. Impprtantly the BORR will separate 2freight traffic from the majority of local traffic movements.

c) The liveability of Bunbury is declining due to the external costs from themovement of freight in the area.

Option Assessment ScoreOption A Demand management has the potential to ease the negative amenity

impacts on the Bunbury community by li miting movements to certainti mes of clay. However freight routes will be unchanged so there willremain an impact on residential areas.

Option B Planning controls that influence settlement patterns can prevent theexisting problem from getting worse. However the potential for such 0measures to improve the existing situation is no longer possible asmost areas are developed or development is in progress.

Option C Whilst public transport can enhance the liveability of an area it will not 0address the specific amenity issues from freight movements.

Option D Existing network upgrades will not remove traffic from existingcorridors. Residential areas will continue to suffer from noise andvibration plus safety concerns will also remain. 0Grade separation of the level crossings will not improve amenity andsafety related to the road freight task.

Option E The majority of heavy vehicle movements will shift away fromresidential areas thus improving amenity for residents. Vehicle 2kilometres re-assigned from local roads to high standard roads willdecrease the frequency and severity of crashes.


Documents

Transport mainroads Public TransportEvidence...The liveability of Bunbury is declining due to the external costs from the movement of freight in the area. As industrial centres have