PERTH-ADELAIDE CORRIDOR STRATEGY

Transcription

1 INTRODUCTION The Royal Automobile Association of SA Inc (RAA), the State s principal advocate for motorists on a broad range of motoring-related issues, represents the views of more than 560,000 South Australians. The proportion of AusLink funding allocated to South Australia remains the most significant agenda item during twice-yearly meetings between RAA s Managing Director and President and various Federal Parliamentarians. Accordingly, the RAA welcomes the opportunity to comment on the draft Perth-Adelaide Corridor Strategy. BACKGROUND The RAA has taken a strong interest in the Federal Government s AusLink program since it was first proposed by (then) Deputy Prime Minister John Anderson in May In conjunction with its federal secretariat, the Australian Automobile Association, and motoring clubs from around Australia, the RAA has made a number of comprehensive submissions in response to the following: initial AusLink announcement (submitted June 2002) AusLink Green Paper (submitted February 2003); and AusLink Bill 2004 (submitted March 2005) In addition, the RAA ran a highly successful campaign in mid-2004 that highlighted the inadequate share of AusLink funds first allocated to South Australia called for this to be rectified, which resulted in an additional $118 million being provided to SA in September Finally, the RAA reviewed and provided formal comment on the Perth-Adelaide Corridor Study: Portrait of a Corridor, prepared by Meyrick & Associates Pty Ltd on behalf of the Federal Department of Transport & Regional Services (DOTARS), which identified shortfalls and key constraints on this corridor. DISCUSSION Issues As the Strategy notes, the Perth-Adelaide corridor is one the of the longest and most diverse corridors on the AusLink National Network extending nearly 2,660 kilometres from the Kewdale Intermodal Freight Terminal in Perth to the Adelaide Statistical Division boundary at the Gawler River. Importantly, there is recognition of a range of present and foreseeable deficiencies that will adversely affect safety, efficiency, productivity, reliability and amenity on the corridor. Capacity The Strategy states that the capacity of the road infrastructure along the corridor is generally sufficient to meet current and future demand over the next 25 years, while already committed projects will address many of the existing deficiencies. Page 1 of 5

2 Accordingly, the comment that growth in demand will accelerate the need for progressive modernisation of the road corridor over the next 25 years requiring intersection improvements, main street treatments, town bypasses, improved overtaking opportunities, and more rest areas with better facilities, particularly between Norseman and Ceduna, seems contradictory to earlier statements that capacity is generally sufficient. The BTRE predicts that over the course of the Strategy s 20-year timeframe, the proportion of trucks on the Norseman (WA) to Ceduna (SA) section of the corridor is likely to grow at a rate such that the number of trucks will exceed the number of cars. While the RAA acknowledges that the Eyre Highway in SA only carries between 340 and 900 vehicles per day, the high proportion of heavy vehicles including triple road trains creates an issue of size incompatibility, thereby posing a significant safety risk to road users. Efficiency and productivity The corridor is reported as generally providing efficient road conditions, and a road operating speed of 110km/h for general traffic is possible on most of the corridor. The Strategy acknowledges that, as freight and commuter traffic volumes grow, there is likely to be a need to implement efficiency improvements at major intersections and towns. Asset condition is cited as a key consideration for the road corridor, with an acknowledgement that around one-third of the pavement is at least 30 years old and that there are thousands of kilometres of pavement that is years old. Pavement rehabilitation and resurfacing has occurred over the years but will be reaching the end of its serviceable life progressively over the next 20 years. The Strategy also acknowledges bridges and signage that are more than 30 years old and warranting replacement. The Strategy proposes the following program of pavement rehabilitation and resealing: km rehabilitation; 1200km resealing km rehabilitation; 550km resealing from km rehabilitation; 2400km resealing The RAA seriously questions delaying the bulk of warranted pavement rehabilitation and resealing for at least another 12 years and calls for a more balanced staged approach, which should also place industry in a better position to resource this work. Similarly, the RAA questions the wisdom of nominating the replacement of selected bridges in the medium and long-term only, and only then when they are life expired. Reliability The Strategy reports that overall reliability of the corridor is considered good however, even very low rain events can flood Yorkey s Crossing near Port Augusta and close the corridor to oversize and permit vehicles. Page 2 of 5

3 Reliable and efficient long-distance freight and passenger travel and connectivity on the Perth-Adelaide corridor is a primary objective for the AusLink program. The Eyre Highway provides the only sealed east-west road connecting WA with the eastern states (via Adelaide) and any closure of Yorkey s Crossing, even short term, has the potential to significantly impact on delivery schedules and transport efficiency, as well as the local economy. The RAA acknowledges that the potential delays as a result of flooding at Yorkey s Crossing specifically relates to oversized and permit vehicles, however this deficiency must not be under-estimated. RAA considers it imperative that the Strategy provide for a reliable and accessible road corridor for all vehicle types in all weather conditions. Safety and amenity The Strategy reports that the corridor generally meets current road safety standards. Speed and fatigue are significant contributors to crashes, and mixed traffic conditions (high proportions of heavy freight vehicles sharing the road with local traffic and tourists) create potentially hazardous conditions, especially on sections of narrow pavement. For the five-year period , 71 per cent of all crashes on the Eyre Highway in South Australia were run-off-road. While the RAA notes that the Strategy cites, the quantity and standard of rest areas between Norseman and Ceduna as both short-term and medium-term deficiencies to be addressed, consistent with its 2006/07 Federal Budget submission, the RAA is calling for the construction of at least five additional high quality rest areas in the short-term. The RAA would argue that high casualty crash rates per 100 million VKT between Yalata and Ceduna provides further justification for road widening on this particular section of the corridor. Short-term to 2012 Based on the Strategy matrix (p.21), Summary of short-term strategic priorities, that nominates the impact of identified major deficiencies on capacity, efficiency, productivity, reliability, safety, security and sustainability, there are four issues of significance: Maintenance and rehabilitation of ageing road sections and bridges Management of mixed traffic conditions and general traffic growth on higher trafficked points along the corridor, particularly two-lane sections of the road Management of road traffic issues (safety, amenity) at towns along the corridor; and Long-term planning for road system management between Port Augusta and Adelaide Indeed, the need to plan for the Port Augusta-Adelaide section is acknowledged as critical for capacity, efficiency, safety and sustainability, while the issue of maintenance and rehabilitation is critical for efficiency, reliability and safety. Page 3 of 5

4 While the RAA welcomes the proposal to bypass Port Wakefield, it is understood that a reasonable amount of preliminary work has already occurred. Accordingly, this work should be progressed at the earliest possible opportunity as this location is not only the cause of significant delays on the network on a regular (not just seasonal influx ) basis, the location also poses a serious road safety issue. The RAA notes and supports the short-term objective of addressing poor edge conditions (road and shoulder) in various locations on the Eyre Highway between Ceduna and Port Augusta. Broken edges with drops to unsealed road shoulders are deficiencies documented in the RAA s Backwater to Benchmark document. The RAA is pleased to note that the narrow pavement from the WA border to Penong is acknowledged as warranting urgent treatment, particularly given the number of road trains operating in combination with tourist traffic (especially cars towing caravans). RAA has been calling for the 500kms between the WA border and Ceduna that has a lane width of 2.9 metres when 3.5 metres is the accepted minimum standard for routes of this significance to be widened particularly given the high proportion of commercial vehicles, including triple road trains, that poses a significant safety risk to all road users. In support of its position, the RAA has cited the fact that narrow pavement on the WA side of the border has been addressed with AusLink funding allocations of $45m (June 2004) and $75m (May 2006). Yet, up until this point, road widening on the SA side of the border has been ignored. Medium-term 2013 to 2017 RAA supports the need for rest area upgrades and junction improvements. The RAA seriously questions the adequacy of just 210kms of pavement rehabilitation and approx 500kms of resealing for this five-year period. Longer-term from 2018 The Strategy recognises that the section between Port Augusta and Adelaide has a number of deficiencies that affect the safety and efficiency of heavy vehicles, passenger vehicles and tourist traffic using this heavily trafficked section of the corridor. RAA is extremely concerned that the Strategy makes no provision for duplication of the heavily trafficked section of the corridor between Port Wakefield and Port Augusta, despite the fact that the Strategy acknowledges a need to plan for the Port Augusta-Adelaide section is critical for capacity, efficiency, safety and sustainability. Indeed, the RAA believes that relevant (medium-term) junction improvements to improve sight distance and definition should be coupled with the objective of duplicating the Port Augusta to Port Wakefield section of the corridor. The RAA seriously questions delaying the bulk of warranted pavement rehabilitation and resealing (ie approx 600kms of rehabilitation and 2400kms of resealing) for at least another 12 years. Page 4 of 5

5 CONCLUSION The RAA notes that the Perth-Adelaide Corridor Strategy is a statement of shared objectives and strategic priorities for the Australian, Western Australian and South Australian governments for the development of the corridor over the next 20 years. The Corridor Strategy has been developed to guide decision-making and the formulation of network initiatives, and to inform development of the next and subsequent National Land Transport Plans, including the AusLink investment program. With respect to how the corridor is currently performing, or is expected to perform, the Strategy reports: capacity is generally sufficient road conditions are generally efficient overall reliability is good ; and road safety standards are generally met. However, none of these performance aspects are defined and no criteria are provided to justify these assessments. Each statement is a very broad generalisation, possibly looking to provide a level of comfort about the current and projected condition and performance of the corridor. As a result, the RAA believes that the Strategy seriously downplays the urgency of warranted improvements on the Adelaide-Perth corridor to ensure that it is fit-for-purpose over the short, medium and long-term. 6 September 2006 Page 5 of 5