Rail Corridors and the Principal Bicycle Network Report by Parsons Brinckerhoff).
Commissioned by Department of Transport, State Government of Victoria.
February 2012. Pages 1-50
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Rail Corridors and the Principal Bicycle Network (Parsons Brinckerhoff) p01-50
1. FINAL REPORT
Department of Transport
FEBRUARY 2011
2112902A
RAIL CORRIDORS AND
THE PRINCIPAL BICYCLE NETWORK
2. Rail Corridors and the
Principal Bicycle Network
Final Report
February 2011
Department of Transport
Parsons Brinckerhoff Aus tralia Pty Limited
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4. Rail Corridors and the Principal Bicycle Network
Final Report
Contents
Page number
Glossary vi
Executive summary viii
Methodology viii
Consultation ix
Initial assessment f ramework ix
Baseline review ix
Corridor assessments ix
Study findings xii
Study recommendations xiii
1. Introduction 1
1.1 Purpose 1
1.2 Objectiv es 1
1.3 Background 2
1.4 Methodology 2
1.5 Consultation 3
1.6 Study area 4
2. Stakeholder consultation 10
2.1 One-on-one meetings 10
2.2 Stakeholder workshop 11
2.3 Consultation outcomes 11
3. Requirements for shared path development 12
3.1 Indicative cross section design 12
4. Establishing the baseline 14
4.1 Development of a GIS 14
4.2 Spatial analysis 14
4.3 Major constraint identification 16
5. Development of preliminary options 18
5.1 Initial costs 25
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6. Assessment of options 27
6.1 Multi-criteria assessment 27
6.2 Demand forecasting 27
6.2.1 Existing 2007 base case matrices 28
6.2.2 Forecast demand matrices 31
6.2.3 Distance and time base matrices 31
6.2.4 Scheme based demand matrices 32
6.2.5 Scheme based distance and time matrices 33
6.3 Analysis of existing VISTA07 demands 33
6.3.1 Craigieburn corridor 34
6.3.2 Dandenong existing levels of demand 34
6.3.3 Box Hill to Ringwood existing levels of demand Box Hill to Ringwood 36
6.3.4 Werribee existing levels of demand 37
6.4 Northbank corridor demand forecasting 38
6.4.1 Existing levels of demand 38
6.4.2 Future demand matrices 39
7. Cost Benefit Analysis 40
7.1 Safety application in CBA 45
7.1.1 Background 45
7.1.2 Development of Safety inputs 46
7.2 CBA assessment and results 48
7.2.1 Northbank corridor 48
7.2.2 Craigieburn corridor 51
7.2.3 Dandenong corridor 52
7.2.4 Werribee corridor 54
7.2.5 Box Hill to Ringwood corridor 56
7.3 Summary CBA findings 57
8. Review of design and planning considerations 59
8.1 New at grade level crossings prohibited 59
8.2 Careful design of access in vicinity of rail stations 59
8.3 Other bridge / underpass infrastructure requirements 60
8.4 Solutions and remedial measures for crossing facilities 60
8.5 Provision of cycle routes along local roads 62
8.6 Cycle route signage 63
8.7 Timescales for development 63
8.8 Longer term considerations 63
8.9 Land acquisition 65
9. Review of assessment framework 66
9.1 Introduction 66
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9.2 Phase 1 – Initial corridor assessment 69
9.3 Phase 2 – Route dev elopment 70
9.3.1 Route identification and development 70
9.3.2 Stakeholder consultation 71
9.3.3 In principle approval 71
9.4 Phase 3 – Design and feasibility study 72
9.5 Phase 4 – Secure funding and project deliv ery 73
10. Conclusions and recommendations 75
10.1 Opportunities for shared path development 75
10.2 Assessment framework 75
10.3 Assessment of corridors 76
10.4 Design requirements 77
10.5 Land acquisition 78
10.6 Funding 78
10.7 Wider promotion of cycling and synergies with other projects 78
11. References 79
List of tables
Page number
Table 1.1 Summary of CBA recommendations xii
Table 2.1 Key stakeholder consultation 10
Table 2.2 Key stakeholder consultation 11
Table 3.1 Summary of key relevant guidelines 12
Table 4.1 GIS inputs 14
Table 4.2 Preliminary identification of major constraints 17
Table 5.1 Northbank corridor key constraints and solutions 18
Table 5.2 Craigieburn corridor key constraints and solutions 19
Table 5.3 Dandenong corridor key constraints and solutions 20
Table 5.4 Werribee corridor key constraints and solutions 22
Table 5.5 Box Hill to Ringwood corridor key constraints and solutions 23
Table 5.6 Summary of high level indicative option costs 26
Table 6.1 Cycling catchments 29
Table 6.2 MITM Outputs 31
Table 6.3 Assumptions for walking and cycling 31
Table 6.4 Growth and mode share assumptions for cycling trips 32
Table 6.5 2010 total two way weekday cycling trips – Northbank corridor 38
Table 7.1 Identification of costs and benefits for rapid appraisal 40
Table 7.2 Summary of safety CBA inputs 47
Table 7.3 CBA summary Northbank corridor 49
Table 7.4 CBA Result Summary Craigieburn corridor 51
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Table 7.5 CBA Result Summary Dandenong corridor 53
Table 7.6 CBA Result Summary Werribee corridor 55
Table 7.7 CBA Result Summary Box Hill to Ringwood corridor 56
Table 7.8 Summary of CBA recommendations 58
Table 9.1 Example information, assessment criteria and design targets 69
Table 10.1 Summary of CBA recommendations 77
List of figures
Page number
Figure 1.1 Study methodology 3
Figure 1.2 Northbank corridor 5
Figure 1.4 Dandenong corridor 7
Figure 1.5 Werribee corridor 8
Figure 1.6 Box Hill to Ringwood corridor 9
Figure 3.1 Indicative shared path cross section minimum distances 13
Figure 4.1 Example Rail Reserv e Horizontal Clearance Plan 15
Figure 4.2 Example Rail Reserv e Clearances 16
Figure 6.1 Summary of demand matrix development 28
Figure 6.2 Box Hill to Ringwood MITM zone catchment 30
Figure 9.1 Refined assessment framework 68
Appendices
Appendix A Stakeholder consultation
Appendix B Rail Reserve Plans
Appendix C Preliminary Option Plans
Appendix D Indicative Option Costs
Appendix E Multi Criteria Assessment
Appendix F Analysis of VISTA07
Appendix G Forecast Demand Estimation
Appendix H CBA Results
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Glossary
ARTC Australian Rail Track Corporation - currently has responsibility for the management of
over 10,000 route kilometres of standard gauge interstate track, in South Australia, Victoria,
Western Australia, and New South Wales.
Assessment framework The assessment framework is to provide a considered and consistent basis on which to
produce information, develop proposals and assess requests for shared/separated cycle
and pedestrian paths.
BCR Benefit Cost Ratio is a discounted measure of the value of the project, where the present
worth of the discounted benefits is divided by the discounted costs. Projects or programs
should be selected if the BCR is more than an agreed hurdle rate. The default hurdle rate is
a BCR greater than 1; however, DOT often sets the rate higher than this.
BV Bicycle Victoria is an independent, not-for-profit organisation. They work with supporters
to get More People Cycling More Often and measurably grow the bike riding world.
CBA Cost Benefit Analysis is a form of analysis that brings together all available information to
estimate and compare the community wide costs and benefits of an investment decision. It
is used to assess the social worth of project options for delivering specific outcomes1.
DOT The Department of Transport, along with VicRoads and other transport agencies, is
responsible for public transport, roads and ports across Victoria.
The DOT Director of Public Transport leases land and infrastructure from VicTrack and
sub-leases it to private rail or tram operators.
Grant ‘in principle’ Grant ‘in principle’ approval is the official agreement from the reviewer/decision maker
approval supporting the principles and rationale behind the proposal. However, this is subject to
more detailed planning associated with design, cost estimates and feasibility which must be
undertaken and submitted following ‘in principle’ approval to gain final approvals,
finalisation of contracts, licenses etc.
NPV Net Present Value or worth of a stream of costs and benefits is a number generated from
discounting the values of the stream at a given discount rate. It is derived from the following
expression:
where the discount rate is r, the benefit in year t is Bt the cost in year t is Ct, and n is the
time horizon. The net present value of a stream is equivalent to the amount that would have
to be invested today in order to obtain a compounded return of r per cent over n years.
MCA Multi-Criteria Analysis is a loose collection of tools to assist decision-making where the
aim is to promote a number of different objectives or criteria.2
Metro Metro Trains Melbourne (Metro) is Melbourne's new metropolitan passenger rail operator
which sub-leases land and infrastructure in the rail reserve from the Director of Public
Transport.
MITM Melbourne Integrated Transport Model (MITM) is the strategic transport modelling tool
for the Melbourne Metropolitan region and is able to predict future travel patterns consistent
with the changing future demographics and land use associated with the
‘Melbourne@5million’ review of Melbourne 2030.
1
Guidelines for Cost Benefit Analysis (DOT, June 2010) pp37
2
http://www.atcouncil.gov.au/documents/pubs/National_Guidelines_Volume_3.pdf pp 108
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PBN Principal Bike Network is a network of routes that provides access to key cycling
destinations within the Melbourne metropolitan area. The purpose of the PBN is to guide
investment in cycling infrastructure in Melbourne and increase the numbers of people riding
bicycles for transport.3
Spatial analysis Spatial analysis is a desktop process, using computer based Geographic Information
Systems, to analyse topological, geometric, or geographic properties. Analysis is based on
a set of pre-identified criteria, such as minimum horizontal and vertical clearances from rail
lines, infrastructure and buildings.
VicTrack VicTrack owns the land in rail reserves and leases land and infrastructure to the Director of
Public Transport, who sub-leases it to private rail or tram operators.
3
Draft PBN Report (VicRoads, Feb 2010) pp 1
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Executive summary
Parsons Brinckerhoff has been commissioned by the Department of Transport (DOT) to
undertake the Rail Corridors and the Principal Bike Network study. The purpose of the study
is to inf orm strategic thinking and policy for addressing future cases where rail corridors may
be considered f or cycling infrastructure.
The Principal Bicycle Network (P BN) is a strategic network of routes which provide access to
key cycling destinations within the Melbourne metropolitan area. The purpose of the PBN is
to guide investment in cycling infrastructure. This investment aims to increase the numbers
of people riding bicycles for transport.
A number of rail corridors have been proposed in the PBN recently reviewed by VicRoads,
some of which have been included in the proposed PBN for some time without gaining
successful approvals. The objectives of the study, as set out in the project brief, are to
dev elop an assessment framework to simplify the application process for providing shared
paths within rail corridors on land owned and managed by VicTrack.
Five rail corridors, included within the PBN review, have been selected as illustrative
examples to test the performance of the initial assessment framework which involves a pre-
feasibility study for the construction of bicycle paths. To inform the study, the corridors
represent a div erse history, range of conditions and characteristics and include:
Northbank (between Flinders Street and Docklands)
Craigieburn corridor (between Pascoe Vale and Glenroy)
Dandenong corridor (between Caulfield and Dandenong)
Werribee corridor (between Laverton and W erribee)
Box Hill to Ringwood corridor.
The study is to provide an assessment framework, informed by high-level analysis of the five
rail different corridors, to allow prov ide DOT with advice on the additional steps required to
dev elop this cycling infrastructure via future detailed designs or further feasibility studies
when appropriate.
Methodology
The project methodology included the following stages:
Policy, previous studies review and current conditions and characteristics survey
Consultation with DOT and key stakeholders
Development of an initial assessment framework
Corridor assessments
Review of assessment framework.
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Consultation
The consultation process, as part of the baseline review and development of the assessment
framework included the f ollowing:
one on one meetings with key stakeholders
stakeholder workshop.
Initial assessment framework
An initial assessment framework was developed with an aim to simplify the application
process for providing shared paths within rail corridors on land owned and managed by
VicTrack. This framework was then adopted for this study in undertaking the five corridor
assessments.
Baseline review
The baseline review identified key constraints, opportunities and options developed for each
rail corridor:
Geographical Information System (GIS) was established to undertake a desktop
baseline study collating spatial data from a range of sources, including VicMap
key relevant guidelines and standards were used to develop indicative cross section
design minimum widths in the rail corridor
spatial analysis of the GIS was undertaken to identify potential sections of adequate
clearance and sections/isolated bottlenecks where there is insufficient clearance from
tracks in the rail reserve (or other adjacent public owned land)
major constraints identification using spatial analysis of the GIS:
embankments / grade changes
rail infrastructure
Victrack leases
buildings
bridges / underpasses
drainage channels
road crossings.
Corridor assessments
Preliminary option development
Preliminary options for shared paths in the five corridors were based upon information
gleaned from the consultation and spatial analysis. Supplementary data sheets document
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12. Rail Corridors and the Principal Bicycle Network
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the key constraints and solutions in detail, and options are illustrated in the preliminary
option plans.
Initial high level pre-feasibility capital costs were developed for the preliminary options based
on an assessment of current market value and do not include any costs associated with land
and other costs.
A range of packages of options have been developed for assessment to aid in prioritising
corridor options and assess the impact of higher cost/engineering solutions against lower
cost solutions:
Option 1: A more realistic mid range option within the rail reserv e where possible which
includes some more necessary infrastructure.
Option 2: As Option 1 but without improvements to existing road crossing facilities. This
option is considered as existing shared paths in rail corridors in Melbourne have not
been developed to include such improvements.
Option 3: Lower cost alternative which diverts to the road network to av oid the need for
key infrastructure such as new bridges. Also does not include any costs for
improvements to existing road crossing facilities.
Option 4: Fully grade separated option within the rail reserve.
Demand forecasting for outer corridors
Demand forecasting of cycling proved a challenge particularly for the rail corridors outside of
the centre of Melbourne (Craigieburn, Dandenong, Werribee and Box Hill to Ringwood
corridors) due to potentially low existing volumes and limited sources of bicycle count data.
For these corridors demand forecasting used a combination of data sources including:
Victorian Integrated Survey of Travel & Activity (VISTA) 2007-08 which provides
daily people based origin – destination travel patterns by mode and activity.
ABS Census travel to work data detailing existing travel to work mode splits.
Melbourne Integrated Transport model (MITM) which provides travel based growth
assumptions for origin-destination travel patterns into the future.
Existing multi-modal people based matrices were developed for each corridor from the
VISTA07 data set which was formatted consistently with the Melbourne Integrated Transport
Model (MITM) zone boundaries by origin and destination zone by mode and activity:
due to limitations with the application of the VISTA07 data, bicycle demand matrices
were deriv ed by factoring the VISTA07 total person trips for the corridor by the ABS
Census travel to work by bicycle mode split f or the local LGAs
catchment principles, consistent with the Draft PBN, were applied to the people trip
movements in the four rail corridors.
Forecast demand matrices were calculated via:
analysis of the 2006 ‘base’ and 2031 forecast MITM assignments provided the growth in
future trips by total persons, mode and origin-destination zones to 2031
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2007 base matrices were f actored to generate base 2010, 2020 and 2030 matrices
a range of mode split assumptions were applied to base matrices to provide a robust
range of potential cycling demand in each corridor.
Demand forecasting for the Northbank corridor
Demand forecasting of the Northbank corridor was dealt with diff erently to the other corridors
described abov e due to a number of different circumstances:
the presence of existing on and off road bicycle facilities (via Collins St, Flinders St,
existing Northbank shared path and Southbank shared path) and the short corridor
length located adjacent to Melbourne CBD leads to the assumption that Northbank
options will supplement existing bicycle facilities but not be the direct cause of mode
shift to cycling from other modes
bicycle count data for the area is available via the 2008 Melbourne Bicycle Account
(MCC, 2008) which includes 2008 Super Tuesday count data. Initial 2010 Super
Tuesday count data is also available via Bicycle Victoria which allows calculation of the
growth of 2008 bicycle flows to the existing base 2010.
The scheme base demand forecasting has been dealt with in a consistent manner to the
other four corridors using MITM predicted growth in person trips but also using local bicycle
count growth factors. Scenarios developed provided a robust range of potential cycling
demand.
Cost Benefit Analysis
The demand forecasting and CBA has proven a valuable tool in identif ying effective
economic outcomes for the five rail corridors. The CBA approach has been developed for
this study to include travel cost, travel time, saf ety, health, environment and decongestion
and crowing impacts.
The assessment has also been developed to include parking and induced trip impacts as
well as diff erential saf ety impacts, particularly relev ant to this study, incorporating different
crash rates for links and intersections on public roads and shared pathways. This application
has prov en useful in unpicking and isolating the specific safety risks posed with the
dev elopment of off road shared paths, raising a number of issues to highlight the importance
of careful design to ensure that the realistic impacts of a scheme are identified and
addressed.
The table on the following page summarises the recommendations from the CBA for the
dev elopment of options in f our corridors. Note that whilst Option 3 in the Werribee corridor
provided a positive and cost effective CBA result, no recommendations have been adopted
due to safety concerns associated with the lack of intersection crossing facilities. A major
notable consequence is the justification of more expensive grade separated options f or the
Dandenong (only for a 30 year assessment period), Craigieburn and Northbank corridors.
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Table 1.1 Summary of CBA recommendations
Study findings
The dev elopment and implementation of shared paths in rail corridors is a complex process
which should not be undertaken if there are alternative viable route options. Due to rail
operations and safety requirements, high standards of design are required which can prove
costly and due to the numerous stakeholders involved the approv als process can be time
and resource consuming.
This study has found there is a strong case to dev elop shared paths only on a temporary
basis if it can be identified with stakeholders that changes to rail operation (and requirement
for the remaining rail reserve) are unlikely to occur in the next 10-15 years or more. The
available land can be effectively utilised whilst not contributing to rail operations and in the
meantime it is important to make provision for future changes such as route
diversion/infrastructure requirements in order to accommodate both rail upgrade and the
shared path where ev er possible.
Review of assessment framework
Through the consultation process stakeholders have expressed their desire to work closely
with local councils and other developers of shared paths to gain continual buy in and
agreement from all parties in the design of the shared paths.
The assessment f ramework developed is unlikely to deliver any significant reductions to the
approval timeframes due to the need for all stakeholders to review and approve proposals.
However, the initial phases 1 and 2 should aid in the successful preliminary targeting of
viable schemes and early refinement to problems which should reduce the review work
required by all parties during the later phases.
The assessment f ramework is designed to require minimal resource and planning
investment during the preliminary route development stages leaving more significant
resource and planning requirements until VicTrack (and DOT Public Transport Division and
Property and Commercial Development) has granted ‘approval in principle’ indicating that
the provision of shared paths has strong potential and there is a commitment between all
stakeholders to work together.
PARSONS BRINCKERHOFF 2112902A-RPT-003-B-CN Page xii
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Design requirements
Longer term, consultation with stakeholders has identified an interest in continuing to ex pand
the grade separation of rail lev el crossings in Melbourne. VicRoads, in conjunction with DOT,
need to be consulted regarding the inclusion of shared paths in future rail grade separation
or station works designs.
In the more distant future there may be further opportunities to develop synergies with the
dev elopment of the rail network. Should there be increasing levels of rail grade separation
implemented in the future it may be possible to integrate these developments with a two
level rail corridor; rail operations running below a light weight cantilever shared path structure
above. Whilst this is certainly more a vision than a reality at this stage it is recommended
that DOT continues to evaluate f uture opportunities for PBN development as they arise.
This study has identified the importance of good design in developing and implementing
successful shared paths in rail corridors. Road intersection crossings with off road shared
paths present a significant saf ety risk associated with the design, implementation and
operation of shared paths within rail corridors. Great care and consideration should be
placed in the design and treatment of such crossing facilities.
Findings strongly encourage the development of grade separated crossing facilities on
shared paths, particularly at key road intersections. The findings also present some key
challenges in securing the approval and development, which include the high costs and
technical engineering solutions associated with grade separated facilities, as well as
acceptance of the local community of intruding structures.
Eff ective and safe design in the vicinity of rail stations also presents challenges. Advice
should be sought from urban planners to achieve a desirable outcome f or all although to
some extent this may need to be on a case by case basis due to the variety of rail station
layouts. It is recommended that these issues be considered for the development of new rail
stations in order to develop an inclusive design from the outset which if necessary can be
retrofitted at a later date to include shared path access.
Study recommendations
Assessment framework process
It is recommended that the demand f orecasting and CBA approach adopted for this study is
reviewed and refined, if necessary, f or application in wider analysis. The CBA approach has
been developed to include parking and induced trip impacts which would benefit from further
investigation.
In particular, it is highly recommended that further inv estigation be taken to review the safety
costs and optimise safe design at off road shared path road intersection crossings, which
could aid in the economic justification of cheaper at grade solutions, as well as conduct
further research into the impacts of grade separated infrastructure, funding availability and
community impacts.
Consultation with the DOT identified a potentially usef ul existing internal process which deals
rd
with 3 party access applications within rail reserves via an e mail submission to a specific e
DOT 3 rd party access application mail account. The process is able to monitor timescales
and actions/staff involved. It is recommended that this process is considered further for
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application with the development of shared paths as a central application resource working
between local council applicants, VicTrack and DOT.
The assessment f ramework has been dev eloped to increase co-ordination and involvement
with the DOT Active and Sustainable Transport Branch (as well as other key stakeholders) in
the process from initial discussions through to gaining stakeholder approv als. Further
consideration of the DOT Active and Sustainable Transport Branch’s involvement in the
shared path development process should be considered as the management of the PBN
continues to evolve.
Land acquisition
It is recommended that a long term plan for land acquisition is considered for Melbourne as
part of a longer term strategy for viable development of the PBN and wider transport system.
Sustrans in the UK have successfully been progressively purchasing land as it comes onto
the market for many years in locations where horizontal clearances are a constraint. A long
term plan is held f or a corridor and property / land is purchased steadily as it comes onto the
market. Land is then subdivided taking the required clearance and the remaining property is
put back on the market.
Funding
Funding for the shared paths is likely to be a critical issue for local councils interested in
dev eloping shared paths. This study has identified the higher infrastructure costs required,
and the challenge due to the cost implications associated with the increased safety risk
posed by mode shift to cycling.
Funding for the PBN is currently sought from VicRoads although it is unclear if this will
remain f or projects within the rail reserv e. It is recommended that this issue be explored
further to ensure that feasible applications for shared paths in rail reserv es can progress and
gain the necessary f unding with ease.
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1. Introduction
1.1 Purpose
Parsons Brinckerhoff has been commissioned by the Department of Transport (DOT) to
undertake the Rail Corridors and the Principal Bike Network study. The purpose of the study
was to inf orm strategic thinking and policy for addressing future cases where rail corridors
may be considered for cycling infrastructure.
1.2 Objectives
The objectives of the study, as set out in the project brief, are to develop an assessment
framework to simplify the application process for providing shared paths within rail corridors
on land owned and managed by V icTrack.
Five rail corridors, included within the PBN review, have been selected as illustrative
examples to test the performance of the initial assessment framework which involves a pre-
feasibility study for the construction of bicycle paths. To inform the study, the corridors
represent a div erse history, range of conditions and characteristics and include:
Northbank (between Flinders Street and Docklands)
Craigieburn corridor (between Pascoe Vale and Glenroy)
Dandenong corridor (between Caulfield and Dandenong)
Werribee corridor (between Laverton and W erribee)
Box Hill to Ringwood corridor.
This pre-f easibility study should allow the Department to identify:
layout of alternatives for the different segments of the corridor including the identification
of key infrastructure to be developed and synergies and relationships with other projects
within the Department and VicRoads
estimation of high lev el cost for development of each of the alternatives proposed
consideration of the availability of the land based on consultation with other key internal
and external stakeholders.
The study is to provide an assessment framework, informed by high-level analysis of the five
rail different corridors, to allow prov ide DOT with advice on the additional steps required to
dev elop this cycling infrastructure via future detailed designs or further feasibility studies
when appropriate.
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1.3 Background
The Principal Bicycle Network (P BN) is a strategic network of routes which provide access to
key cycling destinations within the Melbourne metropolitan area. The purpose of the PBN is
to guide investment in cycling infrastructure. This investment aims to increase the numbers
of people riding bicycles for transport.
The Department needed to understand the feasibility of the rail corridors proposed in the
PBN recently reviewed by VicRoads. Areas for clarification included where paths would best
be positioned, the investment required to develop paths, and the short, medium or long term
requirements for rail or other transport infrastructure for the land. Physical constraints could
mean some locations would not be available for cycling facilities and that the cycling path
might require significant infrastructure investment or diversion in some segments into the
road network.
There are currently no assessment criteria for establishing the feasibility of rail corridors for
cycling paths. The Branch is, however, in the process of developing principles for
consideration of cycling access in large scale projects, such as new train stations, road
upgrades etc. Initial work on these principles was provided as input into this study. As a
general guide, projects along the corridor were likely to include infrastructure developments
for cycling (such as grade separated crossings or access path) when they are in close
proximity to the PBN or they are a key trip destination.
The five corridors hav e been selected to illustrate a diverse range of issues associated with
implementing bicycle paths within rail corridors. They were be used as a means of
investigating the feasibility requirements, issues, constraints and opportunities, to develop a
robust assessment framework and assessment criteria. The assessment framework and
assessment criteria was then used to gov ern and establish appropriate policy that could be
applied to any potential Metrorail corridor in the future.
1.4 Methodology
The study methodology is summarised in the flow chart shown in Figure 1.1.
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Figure 1.1 Study methodology
1.5 Consultation
Stakeholder input was an essential element of the Principal Bicycle Network and Rail
Corridors Study. Details of the consultation process are provided in Section 3 of this report,
which includes DOT and stakeholder meetings and workshops.
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1.6 Study area
The five metro rail corridors are shown in Figure 1.2 to Figure 1.6 within the local network
including the existing and proposed PBN.
Northbank (between Flinders Street and Docklands)
Craigieburn corridor (between Pascoe Vale and Glenroy)
Dandenong corridor (between Caulfield and Dandenong)
Werribee corridor (between Laverton and W erribee)
Box Hill to Ringwood corridor.
This report follows the Rail Corridors and the Principal Bicycle Network Draft Background
Report (PB, June 2010) [Draft Background Report] which provides details of policy and
previous studies rev iews, initial stakeholder interviews, the development of the assessment
framework and the baseline condition of each corridor.
This report provides details of the refined assessment framework and the recommendations
for the Rail Corridors and Principal Bicycle Network study. This report summarises the
following:
dev elopment of options
assessment of options
stakeholder consultation
refined assessment framework and feasibility criteria
conclusions and recommendations.
PARSONS BRINCKERHOFF 2112902A-RPT-003-B-CN Page 4
21. PACs
MACs
Melbourne CBD Melbourne
Monash Uni
Werribee Ag
Train Station
Bike Paths.dwg P
Layer
Box Hill to Ri
Dandenong
Glenroy to J
Laverton to
Flinders St Station Northbank (b
Pascoe Vale
PBN Support Rou
Off Road, Ex
Off Road, Pr
On Road, Ex
On Road, Pr
Wide Kerbsi
Other
PBN Priority
Road Network
0
1; 2; 3
4; 5; 6
7; 9; 11; 12
22. PACs
MACs
Melbourne
Monash Uni
Werribee Ag
Train Station
Bike Paths.dwg P
Layer
Box Hill to Ri
Dandenong
Glenroy to J
Laverton to
Northbank (b
Pascoe Vale
PBN Support Rou
Off Road, Ex
Off Road, Pr
On Road, Ex
On Road, Pr
Wide Kerbsi
Other
PBN Priority
Road Network
0
Oak Park Station 1; 2; 3
4; 5; 6
7; 9; 11; 12
Pascoe Vale Station
23. AC PACs
MACs
Carnegie Station Melbourne
Carnegie MAC Monash Uni
Glenhuntly MAC
Murrumbeena Station Werribee Ag
Train Station
Hughesdale Station
Bike Paths.dwg P
Layer
Oakleigh StationOakleigh MAC Box Hill to Ri
Dandenong
Glenroy to J
Laverton to
Northbank (b
Pascoe Vale
Huntingdale Station PBN Support Rou
Off Road, Ex
Monash University Clayton Campus Off Road, Pr
On Road, Ex
On Road, Pr
Wide Kerbsi
Other
Clayton Station PBN Priority
Clayton MAC
Road Network
0
1; 2; 3
4; 5; 6
7; 9; 11; 12
Westall Station
Springvale Station
Springvale MAC
Sandown Park Station
Noble Park Station
Yarraman Station
24. PACs
MACs
Melbourne
Monash Uni
Werribee Ag
Train Station
Bike Paths.dwg P
Layer
Box Hill to Ri
Dandenong
Glenroy to J
Laverton to
Laverton Station Northbank (b
Pascoe Vale
PBN Support Rou
Off Road, Ex
Off Road, Pr
On Road, Ex
On Road, Pr
Wide Kerbsi
Other
PBN Priority
Road Network
0
1; 2; 3
Hoppers Crossing MAC
Hoppers Crossing Station 4; 5; 6
7; 9; 11; 12
Werribee Agriculture, Food & Technology Precinct
Werribee Station
Werribee PAC
25. PACs
MACs
Melbourne
Monash Uni
Werribee Ag
Train Station
Bike Paths.dwg P
Layer
Box Hill to Ri
Dandenong
Glenroy to J
Laverton to
Northbank (b
Pascoe Vale
PBN Support Rou
Off Road, Ex
Off Road, Pr
On Road, Ex
On Road, Pr
Wide Kerbsi
Other
Ringwood CAD PBN Priority
Road Network
Ringwood Station
0
1; 2; 3
Mitcham Station 4; 5; 6
Heatherdale Station
7; 9; 11; 12
Nunawading StationNunawading MAC
Labernum Station
26. Rail Corridors and the Principal Bicycle Network
Final Report
2. Stakeholder consultation
2.1 One-on-one meetings
Stakeholder input is an essential element of the strategic bicycle network planning process.
One-on-one meetings were initially organised with each agency identified within the three
groups to allow for honest and open discussion and ensure that the views of each
stakeholder are being heard.
One round of one-on-one meetings were held with key stakeholders as part of the
study which inf ormed the policy review and baseline analysis by focussing on the following:
previous studies that might be of importance to this assignment
future developments that might impact on the use of the corridors
their receptiv eness to the concept of bicycle paths within rail corridors
issues and/or considerations that should be taken into account and that could be
included in the assessment f ramework to be dev eloped
information on specific design criteria that need to be taken into consideration.
A list of the stakeholder consultation is prov ided below.
Table 2.1 Key stakeholder consultation
Date One-one-one meetings
DOT Property Development, DOT Public Transport Division
16 -19 April 2010 VicTrack
Bicycle Victoria
Local councils, including: Wyndham City Council, Glen Eira City Council,
City of Greater Dandenong Council, Melbourne City Council, Moreland City
22 April 2010 Council.
The City of Whitehorse was consulted via a phone discussion.
27 April 2010 VicRoads
30 April 2010 DPCD
11 and 22 June 2010 DOT, Economics and Transport Modelling
20 and 30 July 2010 VicTrack
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27. Rail Corridors and the Principal Bicycle Network
Final Report
2.2 Stakeholder workshop
Internal stakeholders attended a workshop to discuss the progress and findings of the study.
The information gleaned from these meetings has been used as input into the dev elopment
of the assessment framework, the baseline requirements, design assumptions and
assessment to identify opportunities and constraints. A summary of the results from the
stakeholder consultation is included in Appendix A.
Table 2.2 Key stakeholder consultation
Date Internal stakeholder workshop
20 July 2010 DOT Property Development, DOT Public Transport Division, MTM
2.3 Consultation outcomes
For this review PB aimed to address most issues raised by the stakeholders, thereby
ensuring that a workable framework was dev eloped that is acceptable to all parties inv olved.
As specified previously, the first round of consultation informed the policy review and
baseline analysis and development of the initial assessment framework. Improv ements to
the initial assessment framework identified through the second round internal stakeholder
workshop are summarised in Appendix A and reflected in the revised assessment framework
described in 9.
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28. Rail Corridors and the Principal Bicycle Network
Final Report
3. Requirements for shared path
development
3.1 Indicative cross section design
The Draft Background Report reviewed and presented the key relev ant design guidelines
appropriate to the rail reserve, as summarised in Table 3.1.
Table 3.1 Summary of key relevant guidelines
Criteria Guidelines Requirement
VicTrack 8m
3m –access not required for road vehicles &
Minimum distance from centre line of concrete sleepered track
nearest rail / tram track VRIOGS 4m –access not required for road vehicles
other track
6m –access is required for road vehicles
Distance from the top of any cutting
or toe of any embankment VicTrack 5m
supporting the track
Distance from railway trunking and
VicTrack 1.5m
signalling cabling
Clearance from aerial services (i.e.
VicTrack 5m
powerl ines) equipment and platforms
VicRoads 3.0m - PBN off road paths
Shared path desirable minimum
Commuter path 3.0m
widths
AUSTROADS
Local access path 2.5m
Minimum clearance for fence AUSTROADS 0.3m
Minimum vertical clearance AUSTROADS 2.5m
Route should be as close as practicable to
VicTrack the boundary to minimise impact on VicTrack
property
General requirements Pathway is not to terminate at or pass
VicTrack through commuter car park
Pathway fence to be provided on the track
VicTrack
side
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29. Rail Corridors and the Principal Bicycle Network
Final Report
With exception of the Northbank corridor, pedestrian and bicycle paths do not currently exist
in the identified study corridors. As such, it was assumed that shared paths would be
dev eloped in the first instance. Greater levels of separation in the facilities would be
considered where user demands are already/predicted to be significantly high and conflicts
may exist.
It is recommended that where width constraints are not present the shared path be built to
an absolute minimum width of 3m. This will allow for safe passage in both direction, and a
central overtaking space for cycle riders.
Although the routes are proposed to be shared it is recommended that a central dividing line
is applied to the path. This encourages users to keep to the lef t and reduces the chance of
conflict. Figure 3.1 illustrates the indicative shared path cross section developed for this
study, based upon key relevant guidelines, namely VRIOGS, VicTrack and Austroads
presented in Table 3.1.
4
Figure 3.1 Indicative shared path cross section minimum distances
4
Figure adapted from the Perth Bicycle Network Plan (1996)
PARSONS BRINCKERHOFF 2112902A-RPT-003-B-CN Page 13
30. Rail Corridors and the Principal Bicycle Network
Final Report
4. Establishing the baseline
4.1 Development of a GIS
A Geographical Information System (GIS) was used to collate data from a range of sources,
as summarised in Table 4.1.
Table 4.1 GIS inputs
Data source Data incorporated Origin of data
Priority routes; support routes (off road / on
Principal Bike Network VicRoads
road / existing / proposed)
Railtrack; reserve; stanchions; comms
cable; comms conduit; embankment;
buildings; easements; franchisee lease;
land parcels; active leases; utilities; water
VicTrack data authorities; and `topographical features VicMap
Road network
1m contours
Rail and tram tracks. Bus routes have not
Public transport network DOT
been incorporated in this study.
Melbourne Integrated Transport
zone boundaries DOT
Model (MITM)
Australian Standard Collection Districts (CD); Statistical Local
Geographical Classification Areas (SLA); and Local Government Areas ABS
(ASGC) areas (LGA)
Aerial imagery VicTrack
Activity centres including Melbourne CBD;
Central Activity Centres (CADs); Principal
Activity Centres (PACs); Major Activity
Centres (MACs); university campuses; and
Google Earth additional employment precincts Google Earth
Local destinations including train stations;
schools; colleges; hospitals; medical
centres; and libraries
Refer to the Draft Background Report for a description of the current conditions and
characteristics in the five identified rail corridors.
4.2 Spatial analysis
The key relevant guidelines and indicative cross section design minimum widths
identification guidelines were applied to spatial analysis undertaken to identify potential
sections of adequate clearance and sections/isolated bottlenecks where there is insufficient
clearance in the rail reserv e (or other adjacent public owned land) from the centre line of the
closest track.
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31. Rail Corridors and the Principal Bicycle Network
Final Report
A two tiered analysis was adopted which aimed to reflect an ideal minimum, based upon
exceeding VicTrack standards, and secondly, an absolute minimum horizontal clearance,
based upon VRIOGS safe clearances for rail operation, f or both sides of the rail track;
ideal minimum 11.6m horizontal clearance (encompasses VicTrack’s requirement of 8m
clearance f rom centre line of track to allow for future rail developments, 3m shared path,
0.6m clearance from fencing). This represents strong potential development opportunity
absolute minimum of 6.1m (VRIOGS absolute minimum safe horizontal clearance of 3m
from the centre line of the track, minimum shared path width 2.5m, 0.6m clearance from
fencing). This represents limited development opportunities with a stronger case for
unsuccessful outcomes. Significant more analysis and justif ication is required for any
consideration of proposals
insufficient clearance av ailable less than 6.1m represents no safe dev elopment
opportunities.
Analysis was undertaken in GIS by buffering the outer rail tracks to the above distances. To
aid rapid analysis v ia simple illustration, the area between the outer edge of the rail reserve
and 11.6m (ideal minimum) is coloured green, 6.1m to 11.6m coloured amber and less than
6.1m is coloured red, as shown below in Figure 4.1.
Figure 4.1 Example Rail Reserve Horizontal Clearance Plan
Where ever possible the ideal minimum of 11.6m horizontal clearance was aimed for as this
adheres to guidance and standards, and provides a significantly greater opportunity f or
shared path implementation. Should available horizontal clearance be less than 11.6m,
those developing the shared path must be aware that the scheme is far less likely to achieve
approval and will require very strong reasoning and justification for any consideration.
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32. Rail Corridors and the Principal Bicycle Network
Final Report
Adequate horizontal clearances were also calculated from buildings and active leases within
the rail reserve. Analysis was undertaken in GIS by buffering these criteria to 3.6m to
represent the minimum adequate clearance between a building and the edge of a shared
path.
The analysis was summarised by preparing a coloured line for each side of the rail reserve
consistent with pervious green, amber red colouring, illustrated in Figure 4.2.
Figure 4.2 Example Rail Reserve Clearances
4.3 Major constraint identification
The assumptions described abov e did not allow consideration f or specific instances where
there may be insufficient sufficient horizontal or vertical clearance or the need for significant
engineering solutions to overcome changes in grade etc.
The spatial analysis was presented on a plan along with other identified major constraints,
summarised in Table 4.2. Where major constraints were identified, supporting discussion
and consideration of solutions is required.
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33. Rail Corridors and the Principal Bicycle Network
Final Report
Table 4.2 Preliminary identification of major constraints
Constraint Description Possible solution
Find alternative land away from
VicTrack guidelines state that path must be 5m
issue.
from the top of any cutting or toe of any
embankment supporting the track. High cost engineering solution to
Embankments / level out grade changes / take
Significant changes in grade may be unattractive
grade changes the load off the edge of the
or unsafe for cycle/walking access.
embankment.
May also require the construction of a structure
Take alternative route out of rail
to level out grade changes.
reserve.
VicTrack guidelines have minimum clearances
Rail to railway trunking and signalling cabling (1.5m) Find alternative land / route
infrastructure and clearance from aerial services (i.e. away from issue.
powerl ines) equipment and platforms (5m)
Leases may be negotiable longer term when Find alternative land / route
current leases come to the end of their term. away from issue.
VicTrack leases However, there are generally limited options Consult with VicTrack to
(particularly when planning for a shared path in the short to establish when the current lease
active) medium term. Leased areas are likely to have ends and whether there would
fencing or buildings on the land boundary which be scope to amend the
needs adequate clearance from the shared path. arrangements.
Most buildings are in use and need to be Consult with VicTrack Identify
avoided at all costs. current use.
Buildings
Require adequate clearance from the shared Find alternative land / route
path and safe access into the building. away from issue.
Consult with DOT and VicTrack
to establish current and future
rail operations and bridge
Safe clearances are required from current and structure details/requirements.
Bridges / future rail operations and in line with standards. Potentially very high cost
underpasses
May require works to the structure. engineering solution to change
bridge structures.
Take alternative route avoiding
the structures.
Find alternative land /route away
Drainage from issue.
May require the construction of a structure.
channels Engineering solution to provide
access.
Increased safety risk, and journey delays, at May require the construction of
intersections with the off road shared path and a bridge/underpass or road
Road crossings roads. crossing / improvements (range
of low-high cost engineering
solutions).
Site visits where possible have been undertaken to inform of these constraints and local
issues. Refer to the Background Report for detailed plans detailing the baseline.
PARSONS BRINCKERHOFF 2112902A-RPT-003-B-CN Page 17
