A crash involving two trucks and four cars has closed part of Melbourne's Monash Freeway this morning.

But incredibly, police say no-one was seriously hurt.

Three people have been taken to hospital, two with minor injuries and the third is in a stable condition. pic.twitter.com/cs8h2x7FXJ

— News Breakfast (@BreakfastNews) July 24, 2019

Cleanaway started operating their fleet of massive A-Double trucks from May 2017, following the opening of the South East Melbourne Transfer Station in Dandenong.

The facility acts as a consolidation point for rubbish collected from residential and commercial customers in the south-eastern suburbs of Melbourne, where it is compressed into semi-trailers.

Then trucked 60 kilometres across Melbourne.

Eventually ending up at Ravenhall, where it is dumped into the Melbourne Regional Landfill.

On opening the South East Melbourne transfer station accepted a total of 580,000 tonnes of waste per annum, and has EPA approval to increase to a peak of 650,000 tonnes by 2029.

Assuming 286 operational weekdays per year, this means 2028 tonnes of rubbish needs to be moved per day – increasing to 2273 tonnes per day once the transfer station reaches design capacity.

Transported by A-double vehicles with an average load of 43 tonnes per truck, this give as weekday average of 47 trucks per day, increasing to 53 trucks per day at the peak – or six trucks per hour!

No wonder pedestrians avoid the road to Caroline Springs station like the plague.

A short history of these ‘monster’ trucks

Back in 2009 VicRoads commenced a two year trial of bigger ‘High Productivity Freight Vehicles’ serving the Port of Melbourne.

But with plans to introduce them elsewhere:

The use of next generation High Productivity Freight Vehicles (HPFVs) on key dedicated routes has the potential to reduce the number of trucks by almost a third, and reduce emissions and the cost of travel by up to 22 per cent on these routes.

With Victoria’s freight task forecast to approximately double by 2030, next generation HPFVs will be an important way to mitigate increasing congestion, emissions and the cost of our goods.

The trial of next generation HPFVs is an important step in the implementation of a Performance-Based Standards approach to heavy vehicle regulation in Victoria and the broader introduction of new, safe and efficient freight vehicles.

In 2013 the number of roads available to these massive trucks was expanded, following the adoption of the ‘Moving More with Less’ plan, and the types of trucks expanded to include 30-metre long A-doubles in 2017 thanks to the Performance Based Standard (PBS) scheme for trailers.

But is there another way?

Travelling from the Cleanaway transfer station at Dandenong South to the tip at Ravenhall is a 60 kilometre long trip across Melbourne, that takes around an hour via the Monash Freeway, CityLink, West Gate Bridge, Western Ring Road, and Deer Park Bypass.

But the Boral quarry next door to the Ravenhall tip already has a railway siding.

Which branches off the Ballarat line at Caroline Springs station.

With just a 1.3 kilometre drive between it and the tip.

The South East Melbourne Transfer Station is also near a rail siding.

Located on the Cranbourne line at Lyndhurst.

It may be a 7 kilometre long drive across Dandenong South.

But the siding is the site of a future inland port:

Salta’s Lyndhurst terminal is located near Dandenong
• 50,000 m/3 warehouse constructed for Bunnings
• Terminal yet to be constructed
• PRS shuttle trains would use:
• Broad gauge Pakenham & Cranbourne suburban rail lines
• Broad gauge V/Line & ARTC lines between Southern Cross and the Port

So why wasn’t the South East Melbourne Transfer Station built at the Lyndhurst intermodal terminal, with rubbish loaded into containers then transferred by train across Melbourne to Ravenhall, then trucked the last leg of the journey to the tip face?

Sydney proves it works

In 2004 Sydney ran out of space to bury their rubbish, so the Woodlawn open-cut mine near Goulburn was converted into a rubbish tip. Rubbish is loaded at the Clyde transfer station in western Sydney, but instead of a fleet of trucks, it is loaded onto a train.

Photo by Grahamec, via Wikimedia Commons

Each week six 55-carriage trains make the 250-kilometre journey, carrying 1200 tonnes of rubbish each time.

And back to Melbourne

Think moving bulk freight across Melbourne by rail won’t work?

Well, every weekday 1500 tonnes worth of worth of gravel roll through Flinders Street, loaded at a quarry in Kilmore East and bound for Westall.

As does 2000 tonnes of containers headed from Gippsland to the Port of Melbourne.

And 3000 tonnes of coil steel, headed for Hastings.

All three trains have been running since the 1970s – which proves that if there is a will to get freight onto rail, there is a way.

Sources

Melbourne Regional Landfill – Ravenhall.

• A new era in Melbourne’s south east as Cleanaway opens SEMTS (May 5, 2017)
• Traffic and Transport Assessment for the Melbourne Regional Landfill – Ravenhall (14 September 2016)

Bigger trucks.

• Monash Freeway reopens after multi-vehicle smash at peak hour, herald Sun (July 25, 2019)
• Victorian high productivity vehicles, Advantia Transport Consulting
• Victoria’s new HPFV networks for 30-metre A-doubles, Advantia Transport Consulting
• HPFVs – Moving more with less, VicRoads
• Performance Based Standards, joint report by the NHVR and ARTSA (2019 Edition)
• PBS Vehicle Configurations, National Heavy Vehicle Regulator
• Port Rail Shuttle Project Outline

Rubbish trains in Sydney.

• A complete space of waste, Sydney Morning Herald (August 2, 2004)
• Woodlawn Bioreactor, Veolia

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We’ll jump back to 22nd May 1970, when The Age covered the opening day of the South Eastern Freeway, which then run between Punt Road in Richmond and Toorak Road in Kooyong.

Even in the 1970s ending a freeway with traffic lights was the butt of jokes.

Fine and fast on the freeway
But, oh that dead-end corner

Their job done, police watch as traffic lights take over at the Toorak Road end of the new freeway section

Motorists were delighted when they used the new $19 million second stage of the South-Eastern Freeway for the first time last night. Until they came to the gasometers at the Toorak Road intersection! Here the 60 mph freeway almost ran into a dead-end.

Motorists had to wait five minutes at the lights before they could go on to Tooronga Road or turn into Toorak Road. Traffic from the freeway also disrupted traffic travelling east in Toorak Road. And cars were banked up from the freeway intersection back to Kooyong Road at the height of the peak period.

The Minister for Local Government (Mr. Hamer) opened the freeway. He said it would save the community $15,000 a week by reducing accidents and cutting travelling time. “The Board of Works was justified in using all reasonable means to get the road ready and in use at the earliest date,” he said.

While one wag managed to run out of petrol, blocking the new road.

One chap just had to run out of petrol

Mr. Paul Armstrong, with thousands of others, is hurrying home from the city along the new $19 million, four-lane section of the South-Eastern Freeway yesterday.

He is 50 yards from Toorak Road when suddenly his rented car (below) splutters and stops. No petrol. Mr. Armstrong, a 21-year-old Canterbury estate agent, is the first to break down on the 2.5 mile expressway from Burnley to Tooronga Road – half an hour after its opening.

“The gauge said the tank was still half full, but I knew straight away that I had run out of petrol,” he said. I had to rent this car when my own broke down, otherwise I don’t think this would have happened.” Mr. Armstrong walked 300 yards to a service station in Toorak Road and got enough petrol to get home.

But the reasons for rejecting freeway building were also the same – they are expensive and polluting, delivering marginal savings in travel times while moving congestion elsewhere.

Quicker

Mr. Hamer was jeered by a small group of banner-waving trainee teachers as he cut a blue ribbon to open the new section. One of the demonstrators, Andrew Moffat, of Hallam, said the money should have been spent on schools. “Freeways, with the increased number of cars they handle, add to pollution of the atmosphere. “I can’t see why this money could not be spent on schools or something else more worthwhile,” he said. The chairman of the Board of Works – (Mr. Croxford) said rain had stopped workmen painting traffic lanes on the new freeway.

Travel time

He advised motorists to drive carefully and not to overtake other cars until the lanes were painted. The new freeway section cuts about 2 1/4 minutes from the travel time to the city. From the traffic light forest at the Toorak Road intersection it lops less than a tenth of a mile off the trip. Last night’s times along the freeway averaged 10.5 minutes.

In off-peak traffic – even with the level crossing trams and four sets of traffic lights – the average time was 13 minutes. Under the yellow sodium lights cars ducked and weaved to keep up to the 60 mph speed limit. They banked up 20 and 30 deep at the Toorak Road intersection and other bottlenecks. There were no lane markings, apart from two short strips of reflecting “cats’ eyes”. And warning lamps guarded an unfinished section of one ramp.

Still, some people thought the new freeway would solve Melbourne’s traffic problems, such as MLC Geoffrey John O’Connell for Melbourne Province during the 25 March 1970 debate on the Richmond and Hawthorn Lands Bill.

My party has no objection to the Bill. The Melbourne and Metropolitan Board of Works has performed good work on the South Eastern Freeway. When this four lane highway is fully operative, many of Melbourne’s traffic problems, particularly in this area, will be solved.

But the traffic problem was never “solved”.

Throughout the 1970s the Mulgrave Freeway was progressively extended toward the Melbourne CBD from Dandenong towards Chadstone, reaching a dead end at Warrigal Road in 1981.

Melway Map 69 Edition 14, 1982

During a 1981 debate on funds for rural roads, Labor MP Steve Crabb questions whether ‘salami tactics‘ were driving the expansion of Melbourne’s freeway network.

Mr CRABB-

The fact is that everybody in the community is disadvantaged in terms of roads because the Government continues to pursue the construction of crazy freeway schemes
that have been on the planning books for a decade. The people who are disadvantaged are the people who want to use the ordinary, basic infrastructure of roads both in the city and its suburban areas and in the country.

Mr Maclellan-

We have stopped building freeways.

Mr CRABB-

I am surprised that the Minister keeps raising this matter. He raises it every time we discuss this subject.

The Government has never come clean on what it proposes to do about linking the Mulgrave Freeway with the South Eastern Freeway, but it intends to proceed with a project which will
cost some $120 million and which will require, by definition, an expansion of the capacity of the South Eastern Freeway to at least three lanes in each direction.

That will inevitably lead to a linking of the F19, the West Gate Freeway, with the South Eastern Freeway by means of a tunnel under the Yarra River. Nothing is surer than that, if the Country Roads Board is allowed to continue with the policy the Government has given it, that is where we will end up!

Insufficient road funds are spent in both country and suburban municipalities, as all honourable members know. The money that ought to be spent on those roads is being expended on the grandiose schemes of a Government that has not got the capacity to reorient its policies from those established ten or twenty years ago.

The “missing link” between the South Eastern Freeway and the Mulgrave Freeway was eventually opened as the “South Eastern Arterial Road Link” in 1988, but in a nod to freeway objectors, was built with traffic lights at intersections instead of flyovers.

Melway Map 59 Edition 20, 1990

But even that wasn’t enough to solve Melbourne’s traffic – a flood of other upgrades have been completed on what is now known as the Monash Freeway.

• 1994 – Warrigal Road traffic lights replaced by overpass.
• 1996 – Tooronga Road, Burke Road and Toorak Road traffic lights replaced by overpasses.
• 2000 – CityLink project widened freeway to three lanes between Toorak Road and the city, along with connection to West Gate Freeway via the Domain and Burnley Tunnels.
• 2010 – freeway widened to four lanes between Dandenong and the tunnels.
• 2018 – freeway widened to five lanes between EastLink and the South Gippsland Freeway.
• 2019 – work starts on widening to five lanes between Warrigal Road and Eastlink.

Money well spent?

Footnote

Here is a map showing the development of Melbourne’s freeway network from 1970 to present day, from the North East Link Project, Appendix C “Transport Assessment – Existing Conditions and Future No Project Scenario” report dated February 2018.

It only details the opening date of freeways, not the endless procession of widening projects.

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