The EES Chapter 15: Transport and Technical Report J: Transport impact assessment considered the potential transport impacts associated with the construction and operation of the Project, including identifying and understanding the potential transport impacts that have a risk of adversely affecting road users, the community and businesses.
During operations, nitrogen deliveries would occur at frequent intervals throughout the year to the Crib Point Receiving Facility. During these periods, it is anticipated that up to five truck deliveries would occur daily (10 two-way movements) with the potential for two trucks to be located at the facility at one time.
There will also be odorant trucks, as explained in the EES, Chapter 15 – Transport, s.15.8.1:
Odorant deliveries originating from inner Melbourne would depend on the volume of gas vaporised by the FSRU and is not expected to be more frequent than every two months.
As stated in the EES, Chapter 15 – Transport, s.15.8.4, the most direct truck route identified for B-double truck movements is via the Mornington Peninsula Freeway and Frankston–Flinders Road. This route is part of the B-Double gazetted network except for Woolleys Road and The Esplanade, the last three kilometres for which B-Double access would be subject to heavy vehicle access permits. However, alternative routes (via Coolart Road and via Western Port Highway/Dandenong-Hastings Road and Coolart Road) were investigated with consideration of the following:
- road hierarchy and identification of routes suitable for heavy vehicles
- routes where physical constraints and sensitive land uses were identified
- environmental and traffic factors to minimise social, economic, amenity and land use impacts particularly in denser urban areas such as Hastings and Somerville.
Based on the environmental criteria in the EES, Technical Report J: Transport Impact Assessment, s2.2, these alternate routes minimise potential adverse social, economic, amenity and land use effects by going around Hastings and Somerville instead of travelling through the townships.
In addition, Frankston-Flinders involves multiple black spots as shown in the crash analysis in the EES, Technical Report J: Transport Impact Assessment, s5.5 whereas the investigated alternate routes via Coolart Road, involve only one black spot. This can be observed in Figure 12, which shows the crashes in the last five years (2013-2017).
Both alternate routes are approved for B-Doubles and would provide additional benefits relative to the Frankston-Flinders Road route on the following:
- reduction of social impacts by avoiding Hastings and Somerville
- reduced traffic delays by avoiding industrial and activity centres (Hastings and Somerville)
- minimised impact on public and school bus routes
- reduced cyclist and pedestrian crash risk by avoiding areas of activity; and
- reduced vehicular crash risk by avoiding multiple black spots.
While the second alternate route via Western Port Highway/Dandenong-Hastings Road and Coolart Road can be used and provides comparable benefits, there are a number of roundabouts along its length used as safe traffic control treatments. Though these roundabouts are designed to accommodate large vehicles, the curved geometry can be very compact for truck drivers and can lead to increased delays and risks. In comparison with the Western Port Highway alternate route, the proposed alternate route via Coolart Road accommodates less traffic therefore safer while decreasing the risks of delays.
Once routes are identified and confirmed as part of the Traffic Management Plan, a Road Safety Audit would be undertaken to review intersection design and safety requirements on the existing road network and access tracks. In addition, an assessment of the need for upgrading or improving the intersection identified as a black spot in Coolart Road / Hunts Road intersection would be carried out as part of the development of the Traffic Management Plan. Signage improvements and speed reduction measures would be implemented at Hunts Road.
Further information can be found in the EES, Technical Report J: Transport Impact Assessment.
Prior to construction, a Traffic Management Plan (TMP) will be prepared to minimise/mitigate potential impacts of transport related to construction.
As stated in the EES, Chapter 15 – Transport, s.15.11:
The TMP will include specific measures for discrete components or stages of the works having the potential to impact on roads, shared use paths, bicycle paths, footpaths or public transport infrastructure. The TMP will include a number of sub-plans including:
- Public Transport Disruption Management sub-plan
- Pedestrian and cyclist connectivity
This also includes, as stated in the EES, Chapter 15 – Transport, s.15.7.7:
… providing adequate notice to affected residents and ensuring continuous alternative detour routes are in place.