Road Network Strategy - Devonport City Council

CLIENTS PEOPLE PERFORMANCE 

Devonport City Council 

Road Network Strategy 

September 2009

Contents 

1. Introduction 3 

1.1 Overview of Devonport City Council 3 

1.2 Key Objective of the Road Network Strategy 4 

1.3 Acknowledgements 4 

2. Background 5 

2.1 Overview of Devonport’s Transport Network 5 

2.2 Previous Traffic Studies 5 

2.3 Related Council Documents 6 

3. Key Issues 7 

3.1 Key Access Points into the Municipality 7 

3.2 Intersection and Road Link Capacity 9 

3.3 Road Safety 10 

3.4 Economic and Regional Development 12 

3.5 Mobility and Sustainable Transport 14 

3.6 Parking 15 

3.7 Road Standards and Maintenance 16 

4. Community Engagement 17 

5. Road Network Hierarchy 18 

5.1 Importance of a Road Hierarchy 18 

5.2 State Road Hierarchy 18 

5.3 A Road Hierarchy Framework 19 

5.4 Devonport’s Redefined Road Hierarchy 19 

6. The Strategy 28 

6.1 Bass Highway Access 28 

6.2 Key Modifications to the Road Hierarchy 29 

6.3 Improved Access to CBD 29 

6.4 Devonport ‘Ring Road’System 30 

6.5 Improve Traffic Management Arrangements 33 

6.6 Address Road Safety Concerns 33 

6.7 Regional Connectivity 34 

6.8 Provide Comprehensive Transport Facilities and Services 35 

32/14516/46398 Devonport Road Network Strategy 

Road Network Strategy

6.9 Develop and Implement a Parking Plan for Devonport 36 

6.10 Asset Management and Maintenance 37 

Figure Index 

Figure 1 Formby Road OffRamp 7 

Figure 2 Steele Street / William Street Intersection 9 

Figure 3 Fourways on William Street 10 

Figure 4 High Frequency Crash Locations 11 

Figure 5 Regional and Economic Development Map 13 

Figure 6 Cycle ways 14 

Figure 7 Car Park Locations and Capacity 15 

Figure 8 Gunn Street access to supermarket parking 16 

Figure 9 Urban versus Rural Roads Map 21 

Figure 10 Devonport’s Road Hierarchy Map 22 

Figure 11 Devonport’s Urban Road Hierarchy Map 23 

Figure 12 Proposed Ring Road System 32 

Figure 13 DCC Cycleway Master Plan 35 

Table Index 

Table 1 Road Hierarchy Desirable Performance Criteria 

Urban Roads 24 

Table 2 Road Hierarchy Desirable Performance Criteria 

Rural Roads 25 

Table 3 Road Hierarchy Acceptable Design Solutions 

Urban Roads 26 

Table 4 Road Hierarchy Acceptable Design Solutions 

Rural Roads 27 


Road Network Strategy

1. Introduction 

The Devonport Road Network Strategy is aimed 

at providing and maintaining a road network 

suitable for the Devonport municipality and its 

road users. In particular, the strategy addresses 

a series of key issues identified through analysis 

of the existing road network and consultation 

with key stakeholders, Council, and the general 

public. 

The Strategy provides a longterm vision for the 

use of Devonport’s road network to meet the 

needs of the community, business, tourism and 

industry. Coupled with this is the shorter term 

Action Plan that sets the 3 to 5 year goals that 

assist in meeting the longer term aims of the 

Strategy. The Strategy is a ‘high level’ 

document that assists in longterm planning and 

prioritisation of land use and transportation 

needs for the community. Implementation of the 

Strategy is undertaken with the associated 

Action Plan. The Action Plan provides the 

shortterm focus that is linked directly to 

Council’s Strategic Plan and annual budget. 

The Strategy aims to assist Council with the 

following: 

» Asset management planning; 

» Tool to assist land use development; 

» Making traffic management decisions – road 

safety, transport efficiency, and amenity; 

» Deciding traffic calming priorities in 

residential streets; and 

» Providing direction for road network 

planning within Devonport and the 

surrounding region. 

1.1 Overview of Devonport City 

Council 

Devonport is a city with a population in excess 

of 25,000 people and is situated in the centre of 

Tasmania’s North Coast. Population projections 

prepared by Essential Economics indicate that 

the population of Devonport is forecast to 

continue to experience modest growth of 0.4% 

per annum between 2006 and 2021. Devonport 

is the central hub of northern Tasmania, 

providing services for residents of the immediate 

area and surrounding regions. Devonport is a 

focus of tourist activity, with the Spirit of 

Tasmania ferries linking the city to Melbourne. 

Devonport airport also has services to and from 

the mainland. 

Devonport's industry is focussed on a number of 

key sectors comprising retail trade, 

manufacturing, health & community services, 

property & business services and education. 

Given Devonport's geographical location and 

natural resources, other important sectors are 

agriculture, transport & logistics and tourism. 

The Port is Devonport's most important 

economic asset as it provides one of 

Tasmania's key gateways for imports, exports 

and tourism. This leads to the need for a strong 

transport system that will allow Devonport to 

continue to prosper into the future 

Devonport City Council’s Vision is to develop as 

the professional, industrial, social and cultural 

hub of the North Coast of Tasmania; a 

predominately residential City set in parklands, 

with a broad commercial and industrial base 

where residents can enjoy a balanced family 

lifestyle with appropriate and fulfilling 

employment together with educational, sporting, 

recreational and cultural opportunities. 

The key goals of the Devonport City Council 

include: 

» Initiate and maintain programs and services 

which will meet the aspirations of its 

residents; 

» Ensure that the programs and services are 

provided in an effective, efficient and 

equitable manner; 



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» Provide sufficient and appropriate financial 

and human resources to enable the 

programs and services to be undertaken; 

» Promote the physical, economic, social and 

political well being of the city and its 

residents; and 

» Improve communications with, and 

encourage the participation of the 

community in Council activities. 

1.2 Key Objective of the Road 

Network Strategy 

Recently, Council prepared a Draft Strategic 

Plan 2009 – 2030 for the City of Devonport. 

The third strategic outcome of this document 

provides the basis for the key objective of the 

Road Network Strategy as follows: 

Access in to, out of and around the city is 

well planned and managed 

The implementation of the Road Network 

Strategy should be assessed at periodic 

intervals against key performance indicators and 

the progress of this objective. 

– Ald Fred Konetschnik – Alderman 

– Ald Jeff Matthews – Alderman 

– Ald Jarrod Nasiukiewicz – Alderman 

– Ald Annette Rockliff – Alderman 

– Ald Bill Wilson – Alderman 

» Devonport City Council Officers. 

» Stakeholder groups involved in consultation. 

– Mark Williams – Tasmania Police 

– Kay Kidd – RACT 

– Ian Day – RACT 

– Ian Garth – Phoenix Coaches 

– David Mahoney Phoenix Coaches 

– Helen Plaister – NW Recreational 

Cycling 

– Kevin Maynard – Spirit of Tasmania 

– MaryAnn Edwards – TasPorts 

– Devonport Chamber of Commerce and 

Industry 

» GHD Pty Ltd 

1.3 Acknowledgements 

Council acknowledges and appreciates all those 

community members and stakeholders who 

have participated and contributed to the 

development of this Road Network Strategy, 

including: 

» Community members who participated in 

the consultation workshop. 

» Devonport City Council Councillors. 

– Ald Lynn Laycock – Mayor 

– Ald Maurice Hill – Deputy Mayor 

– Ald Brian Cole – Alderman 

– Ald Gabrielle Gavralas – Alderman 

– Ald Grant Goodwin – Alderman 

– Ald Peter Hollister – Alderman 

– Ald Graham Kent – Alderman 



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2. Background 

2.1 Overview of Devonport’s 

Transport Network 

Devonport consists of a series of key activity 

areas that require efficient and safe transport 

through and around them. Identifying Activity 

Areas is a first step in determining the 

associated transport needs within and through 

these areas. The key Activity Areas in 

Devonport are as follows: 

» The CBD; 

» Bluff; 

» West Devonport Fringe; 

» East Devonport; 

» Stony Rise; and 

» Spreyton. 

Each of these key activity areas have different 

transport requirements. These are summarised 

as follows: 

» CBD Activity Area. Customer and 

commuter traffic into and out of the CBD 

area, as well as a need for freight traffic 

associated with the CBD and neighbouring 

port areas. Traffic within the CBD Activity 

Area is typically associated with the Centre 

(i.e., searching for a parking space, etc). 

Unnecessary through traffic should be 

minimised, and traffic management and 

control should be consistent and kept as 

simple as possible. 

» Bluff Activity Area. This area has a strong 

residential traffic requirement, as well as 

tourist and recreational traffic. Through 

traffic can be promoted through the Bluff 

Activity Area as recreational or tourist traffic 

to enjoy the scenic qualities of the area. 

» West Devonport Fringe Activity Area. 

This area, situated to the west of the CBD 

and Bluff areas, is predominantly residential 

in nature. Traffic management in this area 

should encourage low vehicle speeds and 

clearly specified traffic priority. 

» East Devonport Activity Area. This area 

is dominated by freight and tourist traffic 

(Spirit of Tasmania) associated with the 

Port. Industrial and commercial traffic also 

has a key role in this area. 

» Stony Rise Activity Area. This area is 

predominantly residential in nature however 

some future commercial development is 

proposed. Traffic management in this area 

should encourage low vehicle speeds and 

clear traffic priority. 

» Spreyton. This area is predominantly 

residential in nature. Traffic management in 

this area should encourage low vehicle 

speeds and clearly specified traffic priority. 

2.2 Previous Traffic Studies 

It is important to recognise previous studies that 

have investigated traffic and transport issues in 

and around the Devonport local government 

area. 

The following relevant studies have been 

undertaken, with key issues that relate to this 

Road Network Strategy: 

» Draft Road Network Strategy, DCC, 2007. 

This internal draft document investigated 

many of the traffic issues and potential 

methods of overcoming them. 

» Quoiba Spreyton Land Use Strategy, GHD, 

2006. This document investigated future 

land use needs of the Quoiba Spreyton area 

and was incorporated into Devonport’s 

Planning Scheme. 

» Stony Rise Road Strategic Road Network 

Plan. This document was prepared as part 

of the Devonport and Environs Planning 

Scheme to integrate road and land use 

planning for Stony Rise Road and the 

adjacent land so as to balance transport 

requirements with land use and 



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development. The Strategy provided highlevel 

guidance on the location of property 

access to Stony Rise Road in order to 

preserve the arterial and freight functions of 

Stony Rise Road. 

» Devonport Eastern Shore Traffic 

Management Study, Pitt and Sherry, 2006. 

This study investigated various traffic 

management options to ensure efficient 

traffic arrangements for the Eastern Shore 

Port area. 

» Devonport CBD Traffic Study – Analysis of 

One Way Street Options, 2002. The 

analysis of oneway street options, 

undertaken as an extension to the 2001 

Devonport CBD Traffic Study, identified that 

all of the 10 options tested created 

significant adverse impacts on traffic access 

and permeability within the CBD. The 

options tested either generated network 

difficulties either by the production of 

unacceptable levels of service, or the 

introduction of unwanted through traffic into 

the King Street or Rooke Street road links. 

» Devonport CBD Traffic Study, GHD, 2001. 

This study investigated various traffic 

management options for Devonport’s CBD 

area to improve efficiency and safety for the 

area. Some of the recommendations from 

this report have been implemented. 

A detailed overview of the work undertaken in 

these studies can be found in the Road Network 

Strategy Background Paper. 

» Draft Roads and Stormwater Service Level 

Agreement; 

» City of Devonport – Devonport and Environs 

Planning Scheme 1984; 

» Stony Rise Road Strategic Road Network 

Plan; 

» City of Devonport Future Planning Zones; 

» Devonport City Council Cycleway Master 

Plan, March 2009; 

» Devonport CBD Parking Survey Data, 

March 2009; 

» CBD Redevelopment Plans, December 

2008; and 

» Fourways Shopping Precinct 

Redevelopment Plans, February 2009 

2.3 Related Council Documents 

The following Council documents have been 

referred to in this Road Network Strategy: 

» City of Devonport Draft Strategic Plan 2009 

– 2030; 

» Footpaths Policy (1997); 

» “Did You Know”Fact Sheet – Footpaths 

(2004); 



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3. Key Issues 

The key issues relating to the operation of 

Devonport’s road network were identified 

through review of relevant previous 

documentation; analysis of existing traffic and 

crash data; existing and future land use and 

consultation with the Devonport City Council, 

key stakeholders and the general public. A 

summary of the key access, traffic capacity, 

safety, economic and regional development, 

mobility and parking issues are provided below. 

3.1 Key Access Points into the 

Municipality 

The main accesses to the Devonport, Spreyton 

and Quoiba areas via the Bass Highway are 

from interchanges at Don Road, Stony Rise 

Road, Middle Road and Formby Road. The 

main access to East Devonport is via the 

Tarleton Street interchange. Figure 1 illustrates 

the Formby Road westbound offramp. 

Figure 1 

Formby Road OffRamp 

3.1.1 Role and Current Operation of 

Existing Interchanges 

The role and current operation of the existing 

interchanges is briefly discussed below: 

» Victoria Bridge (Tarleton Street) – This 

interchange is the key access into East 

Devonport to the north of the Highway and 

Ambleside to the south. The eastbound offramp 

and westbound onramp of the 

interchange are highly utilised but the 

eastbound onramp and westbound offramp 

are operating at only around 10% of the 

other off/on ramp traffic volumes. While 

there have been no significant concerns 

raised regarding the operation of this 

interchange in previous reports or through 

consultation undertaken as part of the 

development of this Strategy, it is 

recognised that future changes in terms of 

traffic volumes and vehicle types may 

impact on the current operation. Therefore, 

given the proposed industrial area in East 

Devonport; the promotion of tourism and 

use of the Spirit of Tasmania; and the 

encouragement of higher density residential 

development, a review of the operation and 

adequacy of the interchange is likely to be 

required in the future. 

» Formby Road – This interchange provides 

the key access into the Devonport CBD and 

the areas of Quoiba and Spreyton to the 

south of the Highway. It was identified that 

this was the most heavily utilised access 

point, with an average of 918 vehicles per 

hour during the AM peak. This interchange 

will always be highly utilised due to its close 

proximity to East Devonport residential, port 

and ferry activities, as well as the access it 

provides between the Devonport CBD and 

port area to the areas south of the Highway. 

The key issue identified for the interchange 

relates to the delays and queuing on the 

Bass Highway westbound offramp onto 

Formby Road. 

Formby Road itself provides the most direct 

route to the Devonport CBD, however a 

number of issues have been identified: 

o Poor signage and delineation for 

vehicles travelling along Formby Road 

wishing to access the CBD; 



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o Access issues to and from various sites 

along Formby Road due to poor turning 

traffic separation and high traffic 

volumes; and 

o Capacity issues observed at the Stewart 

Street and Steele Street intersections 

with Formby Road. 

Formby Road between Elizabeth and Steele 

Streets is in the process of being upgraded 

and this is seen as critical to improve access 

to the CBD. However, the interchange also 

requires review to ensure efficient and safe 

access at this point, as this will complement 

and add value to the Formby Road upgrade. 

» Middle Road – This interchange is not as 

highly utilised as Formby Road, despite also 

providing an alternative access point to the 

CBD. Importantly though, it is a convenient 

access point from the south (off Stony Rise 

Road) and as such it is also likely to attract 

traffic from future developments such as the 

proposed Northwest Homemaker Centre. 

Hence, while the interchange is not 

operating at capacity throughout the day, 

there are known peak hour capacity issues 

on some ramps as well as future traffic 

generation impacts that need to be 

considered. 

North of the interchange, there is an 

accumulation of traffic on Middle Road from 

Stony Rise Road, the Miandetta residential 

area and the interchange itself. This traffic 

is currently directed to William Street, which 

leads to the very busy ‘Fourways’shopping 

hub. It is also very close to the 

supermarkets on Best Street in Devonport 

CBD and hence is likely to be a popular 

route to these key destinations for many 

people. Steele Street (connecting to the 

Don Road interchange and commercial 

area) adds to this traffic only one block to 

the south of the ‘Fourways’. 

The key issue is the current traffic 

management arrangement whereby all 

traffic is directed onto William Street 

(regardless of intended destination) causing 

a range of congestion, efficiency and safety 

issues along the length of this road and 

within the immediate vicinity of the 

‘Fourways’. 

» Stony Rise Road – This interchange 

consists of one westbound offramp, which 

provides access to the area of Stony Rise, 

as well as Don Road (north of the Highway) 

and Mersey Main Road (south of the 

Highway) via Stony Rise Road. It is not 

highly utilised, which may relate to the 

concerns regarding the substandard design 

of the interchange. It currently provides 

limited connectivity with the rest of the road 

network due to the simple interchange 

arrangement. 

» Don Road – This interchange connects with 

the Don Road / Stony Rise Road 

roundabout. Eastbound traffic along Bass 

Highway would most likely use this 

interchange to access Devonport and this is 

supported by a much higher traffic volume 

on the eastbound offramp than the other 

eastbound offramps located this side of 

Victoria Bridge. The key issues associated 

with this interchange include the poor 

delineation for traffic travelling towards the 

CBD and substandard design. A further 

issue relates to the safety concerns 

associated with interaction with commercial 

properties along this road. 

In summary, all five interchanges play key roles 

in providing access to Devonport’s local road 

network and subsequently a broad range of 

destinations across the municipality. However, 

it is clear from the above discussion that there 

are issues with the potential substandard 

design of most interchanges, including both 

ramps and intersections. It is also clear that 

while the interchanges are not operating at 

capacity throughout the day for existing traffic 

volumes, there are current peak hour capacity 

issues and future development traffic generation 



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impacts where infrastructure improvements to 

the design are likely to improve traffic efficiency 

and safety. 

A number of issues are also present on the local 

road network that connect to the interchanges, 

that will require an innovative approach to 

alleviate congestion and improve traffic 

efficiency and safety for all road network users. 

The Strategic Directions outlined in Sections 6.1 

through to 6.5 unite to contribute strategies to 

address these issues in a multifaceted 

approach. 

Figure 2 

Steele Street / William Street 

Intersection 

3.2 Intersection and Road Link 

Capacity 

Through consultation and site investigations, 

various intersections were identified, which, due 

to high traffic volumes, experienced capacity 

issues with entering traffic or right hand 

manoeuvres. 

These intersections included: 

» William Street/ Best Street; 

» William Street/ Oldaker Street; 

» Steele Street/ William Street; 

» Formby Road/ Stewart Street; 

» Formby Road/ Steele Street; 

» Victoria Bridge OffRamp/ Formby Road; 

» Steele Street/ Fenton Street; 

» Griffith Street/ Best Street; and 

» Mersey Main Road/ Kelcey Tier Road. 

Several commercial properties such as Coles, 

Woolworths, and various service stations 

experience access difficulties during peak times 

into and out of the property. Generally the 

larger developments are located on busy roads, 

which reduce capacity of their accesses. Key 

roads identified with access issues due to high 

volumes were: 

» Best Street; 

» Steele Street; 

» Oldaker Street; 

» King Street; 

» Don Road; and 

» Formby Road. 



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Figure 3 

Fourways on William Street 

The central element to the intersection and road 

link capacity issues in the West Devonport 

urban network is the lack of dedicated roads to 

provide a predominantly traffic carrying function 

between Bass Highway and key areas such as 

the CBD, commercial precincts and residential 

zones. For example: 

» The William Street Fourways shopping zone 

is clearly an attractive destination for the 

local community. However, its location is 

problematic due to the key distribution 

function that William Street plays in the 

transport network. 

» Don Road is a key access from Bass 

Highway into various parts of Devonport 

including the CBD, however it provides 

access to commercial properties as well as 

functioning as a local collector and 

distributor road. 

A further consideration relates to future 

development in the Stony Rise area and the 

Don Road commercial precinct. Without 

targeted road network strategies, the issues on 

William and Steele Streets will be exacerbated. 

Sections 6.4 and 6.5 consider strategies for 

these issues. 

3.3 Road Safety 

3.3.1 Crash Data 

Analysis of crash data for the 5 years 2003 to 

2008 has highlighted several sections of road 

that have a high density of crashes reported to 

Police. These areas of the road network 

include: 

» William Street between Steele Street and 

Oldaker Street, including 

– The intersection of William Street and 

Steele Street which recorded the highest 

number of crashes (33 crashes over 5 

years), including 5 casualty crashes. 

Rear end and cross traffic crashes 

comprised nearly 90% of the crashes. 

– The intersection of William Street and 

Best Street recorded the second highest 

number of crashes, with a total of 29 

crashes over 5 years, including 4 

casualty crashes; and 

– The Oldaker Street to Best Street link 

recorded 16 crashes, with 50% involving 

parking movements. 

» The Gunn Street and Steele Street 

intersection recorded 15 crashes in the five 

year period, including five casualty crashes. 



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Two of these were serious injuries, both 

involving a bicycle and light vehicle. 

» Eight of the 11 crashes recorded on the 

Gunn Street to Oldaker Street link of 

Formby Road were between through traffic 

and traffic turning right. The locations of all 

eight crashes were in close proximity to the 

right turn lane provided for southbound 

traffic entering the McDonalds car park. 

Stakeholder and public consultation 

feedback also identified this turning 

movement as an issue. 

3.3.2 Community Concerns 

The following road safety issues were identified 

through consultation with the community and 

Devonport City Council: 

» Speeding issues identified by Police along 

Lovett Street, Steele Street and near 

schools; 

» Spreyton Primary School area and Kelcey 

Tier Road access difficulties; 

» Ramp access to the Bass Highway at Don 

Road is a concern; and 

» Numerous railway crossings throughout 

Devonport with uneven or damaged surface. 

Section 6.6 considers strategies for these road 

safety issues. 

Figure 4 High Frequency Crash Locations 1 

1 © 2008. While GHD has taken care to ensure the accuracy of this product, GHD and DATA CUSTODIAN(S), make no representations or warranties about its accuracy, 

completeness or suitability for any particular purpose. GHD and DATA CUSTODIAN cannot accept liability of any kind (whether in contract, tort or otherwise) for any 

expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete 

or unsuitable in any way and for any reason. 



11

3.4 Economic and Regional 

Development 

Economic and regional development is 

important to the future prosperity of Devonport, 

particularly as the City is well placed to build on 

its existing reputation as a tourist and regional 

services hub with port and industrial facilities. 

The proposed future developments within and/or 

adjacent to the Devonport local government 

area that have been identified as likely to impact 

the operation of the road network are: 

» Proposed rezoning of land north of Brooke 

Street between Teatree Lane and the 

Airport for industrial use; 

» Proposed development of a commercial 

Homemaker centre; 

» Residential development adjacent to the 

Devonport City Council boundary in Kentish, 

near Sheffield Road; and 

» Potential for future residential development 

in Latrobe and Central Coast areas that may 

utilise the services provided within 

Devonport. 

These future developments and other relevant 

points are considered below in context of a road 

network that supports industry and freight 

transport, tourism and regional links. 

3.4.1 Industry and Freight Transport 

The Devonport Port handles approximately 20% 

of Tasmania’s total freight import and export 

(TasPort, 2008) and generally specialises in the 

export of wheat grain, cement, fertilizers and 

fuels. The Port facilities are split across both 

sides of the Mersey River. The Spirit of 

Tasmania terminal and freight terminal are 

located on the eastern side of the river, with 

vehicular access gained through East 

Devonport. The Port facilities that are located 

on the western side of the river include: 

» Australian Cement Terminal; 

» Tas Grain Elevators; 

» LPG Terminal; and 

» TasPorts workshops. 

Specific routes have been designated for 

access to the facilities on the eastern and 

western side of the river. Separate routes are 

signposted for heavy vehicle and Spirit of 

Tasmania passenger vehicle access to the 

eastern Port area. 

The existing port operations and proposed 

industrial areas in East Devonport and Spreyton 

offer additional economic development 

opportunities. However, heavy vehicle and rail 

movements must be managed appropriately to 

ensure safety and amenity are not 

compromised. For example, while access to the 

proposed East Devonport industrial area will be 

largely from the Latrobe municipality, there is 

likely to be an increase in heavy vehicle 

movements that will need consideration through 

actions associated with this strategy. 

3.4.2 Tourism 

The operation of the Spirit of Tasmania ferries 

from Devonport places the city in an excellent 

position for expanding tourism in the State and 

benefiting locally from directing visitors to key 

areas of Devonport. This requires a welldefined 

road hierarchy to support the use of the 

road network and clear access points that 

function in a safe manner. There are currently 

two key issues that need to be addressed: 

» Queuing for the Spirit of Tasmania ferries in 

East Devonport; and 

» Improving the Formby Road access to the 

CBD to encourage more visitors. 

Visitors also come to the area via other means 

of transport such as driving from other regions, 

public transport, cycling and use of the local 

airport. Regardless of transport mode, the road 

network and key access points need to provide 

a positive and safe experience for visitors to 

encourage return visits. 



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3.4.3 Regional Links 

The convergence of the Bass Highway and 

other strategic access roads at Devonport act to 

promote the city as the regional services hub for 

the north coast. The road network strategy 

needs to consider shared industrial and rural 

living zones and proposed developments such 

as the homemaker centre. 

Section 6.7 considers strategies for these 

issues. 

Figure 5 Regional and Economic Development Map 2 

2 © 2008. While GHD has taken care to ensure the accuracy of this product, GHD and DATA CUSTODIAN(S), make no representations or warranties about its accuracy, 

completeness or suitability for any particular purpose. GHD and DATA CUSTODIAN cannot accept liability of any kind (whether in contract, tort or otherwise) for any 

expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete 

or unsuitable in any way and for any reason. 



13

3.5 Mobility and Sustainable 

Transport 

Various modes of transport are used in 

Devonport, including car, bus, bicycle, walking 

and local ferry, however private vehicles 

remains the dominant mode. The key 

characteristics of various transport modes are 

provided below. 

3.5.1 Bus Transport 

Four bus companies provide public transport 

and school bus services in Devonport. 

Currently, the bus companies operate out of 

individual terminal/interchange facilities in the 

CBD and service different areas. 

3.5.2 Cycling Facilities 

There are two existing cycle ways provided in 

Devonport as shown in Figure 6. Council has 

sought funding to provide an off road shared 

path along Formby Road with plans to extend 

down to Spreyton and across Victoria Bridge. 

3.5.3 Pedestrian Facilities 

The main locations for public recreation are 

Mersey Bluff reserve, Don Reserve and the East 

Devonport foreshore. The two existing cycle 

ways pass through these areas, also serving as 

walking tracks. 

The main pedestrian area within the CBD is the 

Rooke Street Mall, located between Best Street 

and Stewart Street. 

» There is no combined bus terminal facility 

near the city centre to service existing 

Merseylink, Redline and Tassielink coach 

services and expanding Phoenix coach 

services commencing in 2009; 

» No cycle link between East Devonport and 

the CBD; 

» Lack of onroad cycling facilities within the 

CBD; 

» No cycling facilities to connect to regional 

areas, such as Latrobe and Port Sorell; 

» Potential to improve the utilisation of the 

local ferry service across the Mersey River; 

and 

» Pedestrian crossing opportunities/ facilities 

lacking in the Fourways shopping precinct. 

Improving facilities and services for all modes of 

transport ensures mobility opportunities exist to 

accommodate diverse individual travel patterns 

and varied user needs. Furthermore, promotion 

of alternative modes of transport to the private 

vehicle obviously provides the Devonport 

community with the opportunity to embrace the 

principles of sustainable transport. 


issues. 

Figure 6 

Cycle ways 

Existing 

Proposed 

3.5.4 Local Ferry 

The Torquay Ferry provides a smallscale ferry 

service from the Devonport Port. The service 

provides a link between East Devonport with the 

Devonport CBD throughout the day, and has the 

capacity to carry passengers and bikes. 

The following issues have been identified 

relating to the mobility and movement of 

pedestrians/cyclists/people with disabilities 

throughout Devonport: 



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3.6 Parking 

All trips by private motor vehicle end in a 

parking space. The nature and location of 

parking therefore is an important consideration 

for a Road Network Strategy, as access to 

parking associated with land uses must have 

appropriate road links. 

The Devonport City Council maintains seven offstreet 

car parks within the Devonport CBD, as 

illustrated in Figure 7, offering both all day 

parking and 3 hour restricted parking. The static 

capacity of these car parks is 1079 spaces, of 

which 88 spaces are reserved. Supermarket 

parking is also shown but not included in the 

capacity count. There are also 461 onstreet 

meter controlled parking spaces available within 

the CBD, all restricted to one hour parking. 

Consultation undertaken during the 

development of this Strategy identified several 

parking related issues that are perceived by the 

community. These include: 

» General lack of parking availability in the 

CBD area; 

» High turnover and lack of parking in the 

Fourways commercial area; 

» Availability of shortterm parking near the 

Post Office; 

» Commuter parking intruding onto residential 

areas; 

» Availability of commuter parking; 

» General lack of policing of time restricted 

parking zones resulting in overstay of 

parking, particularly by commuters; and 

» Parking in some residential areas where 

older style houses have narrow driveways, 

and therefore access into an out of 

properties becomes difficult when vehicles 

are parked hard up against driveways. 

Recent parking survey data collected by Council 

indicates that the average utilisation of both car 

parks and metered spaces is around 59%. 

Figure 7 

Car Park Locations and Capacity 

5 

Supermarket 

Parking 

2 

1 

7 

8 

6 

Car parks Reserved 

Total 

Spaces 

1 Rooke 0 177 

2 Fenton 6 34 

3 Payne 74 133 

4 Wenvoe 0 244 

5 Fourways 4 91 

6 Formby 4 175 

7 Best 0 144 

8 Edward 0 48 

TOTAL 88 1079 

3 

4 



15

Some key findings from this parking survey 

include: 

» The Formby Road and Edward Street car 

parks are highly utilised at 81% and 80% 

respectively; Fourways car park is also 

highly utilised at 74% but still has some 

spare capacity; 

» The Best Street, Rooke Street, Fenton 

Street and Payne Street car parks are 

moderately utilised with good spare 

capacity; and 

» The Wenvoe Street car park is poorly 

utilised at 30%. 

These results suggest there is adequate parking 

provision in the Devonport CBD, although 

clearly a number of factors need to be 

considered when using these results including 

the day of the week, time of day, location and 

primary use of the car park. 

However, the considerable variation in utilisation 

across the car parks and community 

perceptions of parking issues in Devonport 

indicate the need to review and/or develop 

parking policies to improve management of this 

asset. 

Section 6.9 considers strategies for parking 

issues. 

Figure 8 

Gunn Street access to 

supermarket parking 

3.7 Road Standards and 

Maintenance 

3.7.1 Community Concerns and 

Standards 

The Road Network Strategy consultation 

workshop identified a range of largely safetyrelated 

features that the community considered 

to be important aspects of urban roads. These 

features included: 

» Provision and maintenance of linemarking; 

» Standard of pavement construction; 

» Safer intersections; and 

» Number and condition of rail level crossings. 

Addressing these concerns can involve 

relatively lowcost programs that may achieve 

major safety benefits and community 

satisfaction. Furthermore, establishment of and 

adherence to standards for roads and traffic 

management will enhance driver safety and 

assist in more efficient and effective asset 

management. 

3.7.2 Maintenance 

Roads and bridges must be maintained in a 

condition that allows safe travel. Trucks have a 

major impact on the condition of road surfaces 

and bridges, while poor drainage or other 

environmental factors such as high groundwater 

can cause damage to roads and thus add to 

maintenance costs. 

Poorly maintained roads can have a variety of 

adverse consequences including damaging 

goods being transported, being potentially 

unsafe and simply providing an uncomfortable 

journey. 


issues. 



16

4. Community 

Engagement 

Consultation with the community and key 

stakeholders during the development of the road 

network strategy was identified as an important 

aspect for development of a successful strategy. 

Therefore input and feedback obtained from the 

community and key stakeholders formed an 

integral part of the process of identifying the key 

issues and forming the strategic directions for 

the road network. 

A consultation workshop was held in December 

2008 with key stakeholders and the general 

public were also invited to attend. The 

workshop provided the attendees with an 

introduction to the development of the road 

network strategy and a summary of the existing 

issues identified within the road network. The 

workshop was used to obtain feedback on a 

range of issues from the community and key 

stakeholders. 

The feedback obtained from the community 

covered a wide range of topics including road 

safety, the performance of the road network, 

mobility issues and parking issues. Some of the 

main issues and comments obtained from the 

consultation process are summarised below: 

» Insufficient parking, in particular near the 

Fourways commercial area and the CBD; 

» Recommendation of speed limit reduction in 

the CBD to 40 km/h; 

» Safety issues associated with rail level 

crossings including uneven and damaged 

road surface at some crossings; 

» Consideration of onroad cycle paths; 

» Incorporate cycling on arterial roads around 

the CBD more effectively; 

» Support for a cycle link across Victoria 

Bridge, and regional links to Latrobe and 

Port Sorell; 

» No formal bus interchange. There was 

support for an interchange from Phoenix 

Coaches; 

» Support for a regional park and ride facility; 

and 

» Larger trucks will be operational for the 

Spirit of Tasmania in future, with reduced 

demand for rail. 

Since the consultation workshop in December, 

there have been ongoing meetings/ feedback 

from Council regarding the Strategy and two 

workshops with Council Aldermen. 

A 28day public comment period was initiated 

prior to final endorsement by Council, to provide 

the community and key stakeholders with an 

opportunity to comment on the final Strategy 

document. 



17

5. Road Network 

Hierarchy 

5.1 Importance of a Road 

Hierarchy 

Roadways serve a variety of functions, with 

many roads serving more than one function and 

to varying degrees. Many roads carry high 

volumes of traffic through an evolutionary 

process rather than through design. That is, 

they have a direct route between key 

destinations and have been progressively 

upgraded to cater for the needs of high traffic 

demands. However, it is clear that mixing of 

incompatible functions can lead to problems. 

A road hierarchy is the classification of roads 

according to increasing or decreasing 

importance of their traffic carrying and/or access 

function. Once defined, it enables appropriate 

objectives for these roads to be set and 

appropriate design criteria to be implemented. 

Council has undertaken some work to define 

and formalise a road hierarchy for Devonport, 

however further work is required to finalise the 

configuration to enable it to form the basis of 

ongoing planning and system management. For 

example, some local roads may be carrying a 

substantial amount of unnecessary through 

traffic, while other roads may be carefully 

redesigned to cater for increased traffic 

demands. A wellformed road hierarchy will 

provide the framework by which road authorities 

can plan and implement construction, 

maintenance and management projects to 

reduce the overall impact of traffic. 

However, it is important to also note that gradual 

changes in population and industry can have 

significant impacts on road use and road 

function. Therefore, a road hierarchy should not 

be considered permanent, as there is a need to 

allow for periodic review to ensure the hierarchy 

adequately reflects the changes in land use, 

population trends and community concerns. 

The benefits of a well designed road hierarchy 

to the community include improved transport 

efficiency, improved amenity, and improved 

accessibility. 

5.2 State Road Hierarchy 

Tasmania’s total road network covers 

approximately 24,000 km. Of this, the 

Department of Infrastructure, Energy and 

Resources (DIER) is responsible for a stateowned 

road network consisting of 3,650 km. 

This includes a number of different types of 

roads with a variety of functions. 

The Tasmanian State Road Hierarchy 2006 is 

based primarily on the need to provide 

connectivity at a State level for key corridors 

between cities, major towns, ports and rural 

catchments. The hierarchy defines five 

categories of stateowned roads, including: 

Category 1 – Trunk Road 

Category 2 – Regional Freight Road 

Category 3 – Regional Access Road 

Category 4 – Feeder Road 

Category 5 – Other Road 

Within the Devonport local government area, 

DIER is responsible for the following roads: 

» Bass Highway (Category 1); 

» Stony Rise Road (Category 3); 

» Mersey Road (Category 3); and 

» Sheffield Road (Category 4). 

The majority of all other roads are considered to 

be Council managed roads, with a small number 

of privately owned roads. 



18

5.3 A Road Hierarchy Framework 

Devonport’s redefined road hierarchy is 

developed from the application of a four level 

road hierarchy framework 3 . The functional 

objective of each element in the hierarchy is 

identified in the framework to allow consistent 

network planning and management. The four 

levels of the framework are as follows: 

» Level 1 – Purpose. This relates to the 

primary objective of the element; to carry 

through traffic or to provide direct property 

access. 

» Level 2 – Function. This relates to the 

relationship between the roadway and the 

land use it serves. 

» Level 3 – Management. This relates to the 

emplacement of policies to achieve the 

envisaged function based upon the 

attributes of the element and of the adjacent 

land uses. 

» Level 4 – Design. This relates to the 

specification of the form of the element in 

order to achieve its functional objectives. 

The framework provides the objectives, 

performance criteria and acceptable solutions 

for each road element type within the hierarchy. 

5.4 Devonport’s Redefined Road 

Hierarchy 

Devonport’s road network consists of urban and 

rural roads as illustrated in Figure 9. The redefined 

road hierarchy for urban roads consists 

of five road category levels, from sub arterial 

roads to local streets and accesses. Only four 

of these categories relate to rural roads 

including sub arterial, major and minor collector 

roads and local road. Note that DIER controlled 

roads are acknowledged in Devonport’s road 

hierarchy as arterial roads. 

3 

Ref: Eppell, V.A.T, Bunker, J.M. & McClurg, B.A. (2001) A 

four level road hierarchy for network planning and 

management. In Jaeger, Vicki, Eds. Proceedings 20 th 

ARRB Conference, Melbourne. 

Each road category covers a different road 

function, and therefore varying levels of road, 

safety and appearance characteristics relating 

to the performance of the road are detailed in 

each category. The road hierarchy ranks the 

road network according to the purpose and 

function of each road to match the five 

categories. Adequate maintenance of each 

road can then be determined to allow the road 

to meet the characteristics outlined in the road 

hierarchy. 

The Devonport Road Hierarchy consists of the 

following categories and functions: 

» Arterial Road – A road that predominantly 

carries high volumes of through traffic from 

one region to another, e.g. Bass Highway 

(DIER controlled). 

» Sub Arterial Road – Road connecting 

arterial roads to areas of development, and 

carry traffic from one part of a region to 

another, e.g. Formby Road and Devonport 

Road. 

» Major Collector Street/Road – Provides the 

principal link between the residential street 

network and the arterial road network. 

Collects and distributes traffic in an area, 

e.g. Middle Road and Forbes Street. 

» Minor Collector Street – Has residential 

/access function but carries a higher volume 

of traffic than local streets. A reasonable 

level of amenity and safety is maintained but 

it is lower than that of a local street, e.g. 

Ronald Street and James Street. 

» Local Street/Road – Are primarily used by 

vehicles accessing properties. Amenity and 

safety is a dominant feature and are 

generally low speed environments, e.g. Ellis 

Street and Clarke Street. 

» Local Accesses – As per local streets, but 

without any through access. These streets 

are characterised by the lowest speeds and 

minimal traffic volumes. Pedestrians can 

typically utilise the road carriageway in a 



19

safe manner. These are generally culdesacs 

and courts, e.g. Brinkman Court and 

Caringa Place. 

Devonport’s road hierarchy is illustrated in 

Figure 10, followed by a close up version of the 

urban road hierarchy in Figure 11. 

The following sections describe the desirable 

performance criteria and acceptable design 

solutions developed for the road hierarchy 

categories. A limited number of road hierarchy 

categories have been provided for practical 

reasons, hence there may be times when roads 

in the network do not satisfactorily fit the 

specified performance criteria or design 

requirements. Therefore, the information 

provided should be applied with discretion to 

achieve the best outcome for the road network 

within the constraints identified. 

5.4.1 Desirable Performance Criteria 

In order for the hierarchy to be an effective 

planning tool, means of achieving the functional 

objectives of each category need to be 

identified. This has been done by specifying 

desirable performance criteria for each 

classification in level 3 of the hierarchy 

framework. These desirable performance 

criteria are subdivided into three groups: 

» Functional characteristics; 

» Frictional characteristics; and 

» Impact characteristics. 

The desirable performance criteria for urban and 

rural roads in Devonport are provided in Table 1 

and Table 2 respectively. 

5.4.2 Acceptable Design Solutions 

The strategy has also established the 

acceptable design treatments and solutions for 

each category of the road hierarchy. This aids 

in the road planning process to meet the desired 

level of service. 

The acceptable design solutions for urban and 

rural roads in Devonport are provided in Table 3 

and Table 4 respectively. 

5.4.3 CBD Commercial Zone 

Due to the high levels of pedestrian and parking 

movements and amenities, different levels of 

service will apply to the roads in the CBD 

compared to those stated in the road hierarchy. 

While the relevant road hierarchy classification 

will still apply for the purpose of identifying the 

type of road within the road network, different 

characteristics will be applied. 

In general all roads within the commercial zone 

will provide: 

» Onstreet parking regulation and restrictions; 

» Pedestrianisation, including full width 

footpaths (no nature strips); 

» Higher levels of service; 

» Higher levels of street lighting; 

» Asphalt wearing surface; and 

» Higher quality streetscape. 

The performance criteria and design solutions 

applicable to the CBD commercial zone is 

provided in Table 1 and Table 3 respectively. 



20

440,000 

450,000 

Bass Strait 

Central 

Coast 

5,440,000 

5,440,000 

Devonport 

Latrobe 

5,430,000 

Kentish 

5,430,000 

440,000 

450,000 

LEGEND 

Rural 


Water 

Urban 

Kentish 

DIER 

Latrobe 

Not DCC 

Central Coast 

1:50,000 (at A3) 

0 235 470 940 1,410 1,880 

Metres 

Map Projection: Transverse Mercator 

Horizontal Datum: Australian Geodetic Datum 1966 (AGD66) 

Grid: Australian Map Grid (AMG), Zone 55 

o 

Job Number 3214516 

Revision G 

Date 7/5/2009 

Figure 9 

C L I E N T S P E O P L E P E R F O R M A N C E 

Urban and Rural Road Network 

3214516_RH_002g.mxd 

2 Salamanca Square Hobart TAS 7000 T 61 3 6210 0600 F 61 3 6210 0601 E hobmail@ghd.com.au W www.ghd.com.au 

© 2009. While GHD has taken care to ensure the accuracy of this product, GHD and DATA SUPPLIER(S) make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. 

GHD and DATA SUPPLIER(S) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a 

result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. 

Data source: Devonport Council. Created by: I Balzer

440,000 

450,000 

Bass Strait 

BLUFF RD 

WATKINSON ST 

NIXON ST 

SORELL ST 

OLDAKER ST 

BEST ST 

PERCY ST 

NICHOLLS ST 

MADDEN ST 

RONALD ST 

JAMES ST 

N FENTON ST 

VICTORIA PARD 

BROOKE ST 

5,440,000 

Central 

Coast 

DON RD 

LOVETT ST 

LAWRENCE DR 

TASMAN ST 

VALLEY RD 

MORRIS AVE 

STEELE ST 

WILLIAM ST 

GUNN ST 

FORBES ST 

MIDDLE RD 

STEWART ST 

FORMBY RD 

WENVOE ST 

WRIGHT ST 

TARLETON ST 

JOHN ST 

TORQUAY RD 

CAROLINE ST 

5,440,000 

FORTH RD 

TUGRAH RD 

BERRIGAN RD 

RIVER RD 

BASS HWY 

PIPING LN 

DURKINS RD 

DEVONPORT RD 

RIVER RD 

KELCEY TIER RD 

WOODRISING AVE 

CLAYTON DR 


Latrobe 

MELROSE RD 

Kentish 

5,430,000 

5,430,000 

440,000 

450,000 

LEGEND 

DIER - Category 1 

Sub Arterial 

Local 



Major Collector 

Water 

Kentish 


Minor Collector 

Latrobe 

Central Coast 

1:50,000 (at A3) 

0 265 530 1,060 1,590 2,120 

Metres 




o 


Revision K 

Date 25/9/2009 

Figure 10 


Devonport Road Hierarchy Map 

3214516_RH_004k.mxd 






BLUFF RD 

RIVER RD 

Bass Strait 

JAMES ST 

NIXON ST 

MADDEN ST 

PERCY ST 

NICHOLLS ST 

RONALD ST 

N FENTON ST 

SORELL ST 

LOWER MADDEN ST 

WATKINSON ST 

BEST ST 

OLDAKER ST 

VICTORIA PARD 

BROOKE ST 

DON RD 

STEELE ST 

STEWART ST 

NORTON WAY 

MURRAY ST 

TASMAN ST 

LOVETT ST 

WILLIAM ST 

GUNN ST 

CHARLES ST 

TURTON ST 

WENVOE ST 

WRIGHT ST 

TARLETON ST 

JOHN ST 

LAWRENCE DR 

VALLEY RD 

TORQUAY RD 

5,440,000 

TUGRAH RD 

MORRIS AVE 

MIDDLE RD 

FORBES ST 

BERRIGAN RD 

ELIZABETH ST 

LYONS AVE 

FORMBY RD 

DEVONPORT RD 

BASS HWY 

RIVER RD 

BRIDGE RD 

BASS HWY 

5,440,000 

RIVER RD 

RIVER RD 

LEGEND 


Sub Arterial 

Local 



Major Collector 

Water 


Minor Collector 

1:16,000 (at A3) 

0 45 90 180 270 360 

Metres 




o 


Revision D 

Date 25/9/2009 

Figure 11 


Devonport's Urban Road Hierarchy Map 

3214516_RH_005d.mxd 






Table 1 

Road Hierarchy Desirable Performance Criteria Urban Roads 

Road Street CBD 

Criterion 

Major Minor 

Sub Arterial 

Collector Collector 

Local Street Culdesac Commercial 

Functional Characteristics 

Traffic carrying 6,000 – 10,000 3,000 – 6,000 

function vpd 

vpd 

750 – 3,000 vpd 150 – 750 vpd

Table 2 

Road Hierarchy Desirable Performance Criteria Rural Roads 

Criterion 

Functional Characteristics 

Sub Arterial 

Rural Major 

Collector 

Road 

Rural Minor 

Collector 

Traffic carrying function >1,000 501 1000 201 500 51 200 

Traffic speed environment 80 100 km/h 70 80 km/h 60 50 km/h 50 km/h 

Residential access function Individual Individual Individual Individual 

Rural Local 

Commercial access function Individual Individual Individual Individual 

Industrial access function Individual Individual Individual Individual 

Heavy vehicle movement Access only Access only Access only Access only 

Dangerous good movement 

Nominated routes 

only 

Inappropriate except 

for access 


for access 


for access 

Public transport facilities Bus Route Bus Route Bus Route Bus Route 

Cycle facilities Share with road Share with road Share with road Share with road 

Pedestrian movement facilities No footpath No footpath No footpath No footpath 

Frictional Characteristics 

Access control 

Parking provision 

Bus stopping provision 

Selective access 

control 

Selective access 

control 

Individual sites 

Individual sites 

No specific provision No specific provision No specific provision No specific provision 

Indented bays where 

appropriate 

No provision No provision No provision 

Pedestrian crossings No provision No provision No provision No provision 

Preferred intersection spacing 300m 100m 60m 40m 

Intersection treatments 

Cross section 

Impact Characteristics 

Abutting land use types 

Grade separation, 

RAB or priority 

2 or 4 lanes could be 

divided 

As specified under 

zoning 

RAB or priority RAB or priority Priority 

2 lanes 2 lanes 1 or 2 lanes 


zoning 


zoning 


zoning 

NOTES 

1. RAB = roundabout 

2. Priority = give way or stop control 

3. LATM = Local Area Traffic Management 



25

Table 3 

Criterion 

Design 

speed 

Reserve 

width 

Carriageway 

form 

Through 

lanes or 

carriageway 

width 

Shoulder 

width 

Nature strip 

width 

Road Hierarchy Acceptable Design Solutions Urban Roads 

Units 

Road Street CBD 

Sub Arterial 

Major 

Collector 

Minor 

Collector 

Local Street 

Local Place Commercial 

km/h 60 80 50 60 50 50 50 40 50 

metres 20 20 18 15 15 15 

form 

metres 

2 to 4 lanes 

Could be 

divided 

3.5 m through 

lanes 

2 to 4 lanes 2 lanes 1 or 2 lanes 1 or 2 lanes 1 or 2 lanes 

12 m 

carriageway 

10 m 

carriageway 

8 m 

carriageway 

6 m 

carriageway 

metres 2.5 1.2 nil nil nil nil 

metres 4 varies varies varies varies varies 

8 m carriageway 

Median 

metres 2 minimum 2 minimum nil nil nil 2 minimum 

width 

Overtaking % of road nil nil nil nil nil nil 

Kerb type type barrier barrier barrier 

Offstreet 

path width 

Bicycle lane 

width 

Bus stop 

Grade – 

longitudinal 

Wearing 

surface 

metres 

metres 

Pedestrian 1.5, 

shared 2.5 

2 to 3 

(depending on 

usage) 

Clear of the 

carriageway 

Pedestrian 1.5, 

shared 2.5 

2 to 3 

(depending on 

usage) 

Bus bay or in 

carriageway 

1.2 one side 

only 

barrier or 

mountable 

1.5 one side 

only 

barrier or 

mountable 

1.5 one side 

only 

In carriageway In carriageway In carriageway 

In carriageway In carriageway nil 

barrier 

Pedestrian 1.5 

min; wider if 

available 

In carriageway 

unless separate 

provision as part 

of cycle route 

Bus bay or in 

carriageway 

% 6% (10% max) 10% (16% max) 16% max 16% max 16% max 16% max 

type 

Asphalt or site 

specific 

Asphalt or Two 

Coat seal 


Coat seal 


Coat seal 


Coat seal 

Asphalt 

Noise 

attenuation 

Appropriate 

ness of 

LATM 

Street 

Lighting 

Signing 

Delineation 

Site specific nil nil nil nil nil 

Not appropriate Acceptable Acceptable Acceptable Acceptable Acceptable 

level High Moderate Moderate Low Low High 

Clear/ 

As per relevant 

consistent 

standard 

signing 

Centre 

line 

marking 

Edge 

Lines 


standard 


standard 


standard 


standard 

Yes Site specific Site specific No No Yes 


standard 

Site specific Site specific Site specific No No Site specific 

Reflectors Site specific Site specific Site specific No No Site specific 



26

Table 4 

Road Hierarchy Acceptable Design Solutions Rural Roads 

Criterion Units Sub Arterial Major Collector Minor Collector Local Road 

Design speed (1) km/h 80100 6080 60 50 

Reserve width metres 30 25 20 20 

Carriageway form (2) 

form 

2 to 4 lanes Could 

be divided 

2 lanes 2 lanes 1 or 2 lanes 

Pavement seal width (3) metres 8 6 6 3.5 or 6 

Shoulder width metres 1 to 3 1 to 2 1 to 2 1 to 2 

Shoulder seal (4) metres 0.5 to 1 nil nil nil 

Overtaking % of road 30% nil nil nil 

Drainage Design, 1 in... (5) 20/50 20/50 20/50 5/20 

Design Traffic ESA (6) type 1 x 10 6 5 x 10 5 2 x 10 5 1 x 10 5 

Offstreet path width (7) metres nil nil nil nil 

Bicycle lane width (8) metres nil nil nil nil 

Bus stop 

Bus bay or clear of 

the carriageway 

In carriageway In carriageway nil 

Grade – longitudinal (9) % 3 to 9% 3 to 11% 3 to 11% 4 to 11% 

Wearing surface 

type 

Asphalt or site 

specific 

Asphalt or Two Coat 

seal 

Asphalt or Two Coat 

seal 

Two Coat seal 

Noise attenuation 

Design/ barriers/ 

landscape 

nil nil nil 

Street Lighting (10) level Site specific Site specific Site specific Site specific 

Signing 

Delineation 

Clear/ 

consistent 

signing 

Centre 

line 

marking 

Edge 

Lines 

Guide 

posts and 

reflectors 


standard 


standard 


standard 

Yes Yes Yes No 

Yes No No No 

Yes Yes Yes No 


standard 

NOTES 

1. The design speeds used will depend on the type of terrain. 

2. Specific criteria has not been provided for divided rural roads. 

3. Minimum seal requirements shall be a two coat flush bitumen seal (14 mm/7 mm). Pavement – minimum depth of approved 

road base shall be 225 mm and constructed in accordance with IPWEA (TAS) standard. 

4. Shoulders on rural roads are normally unsealed however they may be wholly or partially sealed as traffic volumes increase. 

5. 5/20 – design shall cater for a 1 in 5 year flow beneath the road and a 1 in 20 year trafficable flow; and 

20/50 – design shall cater for a 1 in 20 year flow beneath the road and 1 in 50 year trafficable flow. 

6. ESA = Equivalent Standard Axle 

7. Normally provision is not made for pedestrians on undivided rural roads however separate facilities may be provided under 

exceptional circumstances. 

8. Normally provision is not made for cyclists on undivided rural roads however separate facilities may be provided under 

exceptional circumstances. 

9. Grades steeper than those specified may be justified in situations such as difficult terrain. 

10. The benefits of a high level of street lighting are well documented with a strong correlation to night time accident reduction. 

Therefore, the provision of street lighting on rural roads will be considered on a casebycase basis. 

11. LATM = Local Area Traffic Management 



27

6. The Strategy 

This Road Network Strategy provides ten 

strategic directions to support the achievement 

of Devonport’s Road Network Objective. 

6.1 Bass Highway Access 

As described in Sections 3.1 and 3.4, this 

Strategy investigated the potential future traffic 

demands for Bass Highway and adequacy of 

the existing access onto and off the Bass 

Highway within the Devonport Municipality. A 

number of specific concerns relating to potential 

design deficiencies and capacity issues at the 

Formby Road, Middle Road, Stony Rise Road 

and Don Road interchanges were raised in 

Section 3.1. 

The forecast population growth, predicted future 

land use development, and potential traffic 

growth due to the promotion of Devonport as a 

regional and tourism hub are not considered to 

be so significant that major modifications to the 

existing Bass Highway access arrangements 

are warranted and indeed, able to be justified in 

the short to mediumterm (i.e. 510 years). 

However, potential design deficiencies and 

capacity issues have been identified with many 

of the existing interchanges, and it is considered 

these should be addressed first to ensure they 

are operating as efficiently and safely as 

possible. In particular, the Formby Road 

interchange requires attention in terms of a 

review of the signal operation and adequacy of 

ramp design to ensure efficient and safe access 

at this point, as this will complement and add 

value to the Formby Road upgrade. 

Future development in the municipality, 

particularly south of the Bass Highway, has the 

potential to exacerbate the existing congestion, 

efficiency and safety issues on William Street. 

However, changes to existing Bass Highway 

access arrangements are unlikely to alleviate 

traffic issues on William Street and associated 

areas. It is for this reason that this Strategy 

recommends an innovative approach to alleviate 

congestion and improve traffic efficiency and 

safety for all road network users on the affected 

local road network. Changes to the road 

hierarchy and the Ring Road System to be 

implemented in the shortterm to address the 

issues identified on William Street and within the 

Fourways area, are described in Section 6.2 

and 6.4 respectively. These recommendations 

are costeffective solutions and should be given 

the opportunity to make a positive impact on 

traffic issues before considering changes to or 

bypassing the existing Bass Highway access 

arrangements to improve connectivity. 

In the medium to longterm (1020 years), it is 

recognised that traffic volumes may be such that 

the issues identified on William Street and within 

the Fourways area may persist and/or the 

development in the Stony Rise area (i.e. 

residential growth along Tugrah Road and the 

proposed Homemaker Centre) requires the 

review of alternative Bass Highway access 

/bypass options (such as an overpass or 

upgrade of an existing interchange) to provide 

greater connectivity, and more efficient and safe 

movement between suburbs north and south of 

the Highway. 

In summary, a staged approach is 

recommended for the management of Bass 

Highway access within the Devonport 

municipality, as follows: 

1. Review existing interchange design and 

where possible, implement required 

changes in the short to mediumterm to 

improve capacity and safety issues. In the 

shortterm implement the recommendations 

of this Strategy including the road hierarchy 

changes and proposed Ring Road system; 

and 

2. In the mediumterm, assess the 

performance of the Bass Highway 

interchanges and Devonport road network 

in conjunction with development that is 



28

occurring to determine the need to consider 

alternative Bass Highway access options 

(such as an overpass or upgrade of an 

existing interchange) to provide greater 

connectivity and improved efficiency on the 

road network. This should include a costbenefit 

analysis to enable a thorough 

investigation of whether changes to Bass 

Highway access and/or improved 

connectivity through a major infrastructure 

project such as an overpass can be 

financially justified for the likely benefits that 

will be achieved. 

6.2 Key Modifications to the Road 

Hierarchy 

The existing road hierarchy provides a good 

starting point for providing safe and efficient 

transport in and around Devonport. In order to 

overcome some of the transport issues 

identified in previous sections of this report, it is 

necessary to modify the Road Hierarchy to 

provide the framework for which physical works 

to the network can be achieved, as well as 

longer term maintenance and land use planning 

can be prioritised. 

The Hierarchy modifications will enable actions 

such as intersection priority changes, road 

design standards and the like to be prioritised. 

The recommended Road Hierarchy changes 

also more accurately reflect the changing needs 

of transport in Devonport. 

The main changes to the Road Hierarchy 

include the following: 

» Upgrading Gunn Street to a Major Collector. 

This is aimed at relieving some congestion 

from areas of William Street, including 

Fourways and the Steele Street roundabout. 

» Upgrading Victoria Parade to a Major 

Collector. This reflects the changing 

function of this road as a tourist/ recreational 

route, which is likely to carry more traffic as 

changes to the Mersey Bluff area take 

effect. This also provides improved defined 

access into the northern end of Devonport. 

» Downgrading several roads from Minor 

Collector Roads to Local Streets in the 

residential area of Devonport to the west of 

William Street and north of Oldaker Street. 

This area currently has a poorly defined 

hierarchy that can be improved by provision 

of defined access corridors within and 

around the area. 

6.3 Improved Access to CBD 

Improved access to the CBD will provide the 

following key benefits: 

» Improved mobility for all road users into and 

out of the CBD; 

» Strengthen opportunities for economic 

development; and 

» Enhance tourism opportunities. 

Access to the CBD is primarily via Formby Road 

and Forbes Street from the south, and Steele 

Street and Best Street from the west. 

Formby Road provides the primary access to 

the CBD from the Bass Highway. This road is 

currently in a poor state of repair, with badly 

defined delineation. The upgrade of this road 

should include improved delineation, improved 

property access (with defined turn lanes and 

appropriate median treatments), and improved 

pedestrian facilities. Signage from Bass 

Highway should be reviewed in consultation with 

DIER to ensure that use of this route is 

maximised once these changes are in place. 

It is also considered important to encourage the 

use of Forbes Street to access the CBD via the 

Middle Road interchange rather than continuing 

down William Street. Although already currently 

used in this way, the promotion of this 

alternative CBD access route to more drivers 

will assist in alleviating the congestion, 

efficiency and safety issues on William Street, 

which flow onto the intersection with Steele 



29

Street. A thorough review of the requirements to 

upgrade the Middle Road /Forbes Street route 

to emphasise this as an alternative route will be 

undertaken and implemented. 

Undertaking the various measures outlined in 

Section 6.2 of this Strategy will also enhance 

access to the CBD from other main roads. 

6.4 Devonport ‘Ring Road’System 

Ring Road definition: “An approximately 

circumferential road around an area (often an 

urban shopping centre) that permits traffic to 

bypass that area.”Roads and Traffic Authority, 

NSW, December 1989. 

In order to promote improved vehicle circulation 

and improved accessibility to key activity areas 

of Devonport, three ‘Ring Road’routes are 

proposed. The Ring Road concept is designed 

to work in conjunction with the revised road 

hierarchy to provide improved access within and 

through key activity areas. The concept of a 

ring road is to promote specific outer roads 

around a key area, so that access and 

circulation is improved from all directions. It 

also helps to manage traffic around a key 

activity area that may wish to simply pass 

through. The ring roads are not advertised as 

such, but work through careful management of 

the road hierarchy, directional signage at key 

locations and traffic management control. When 

implemented successfully, the ring roads will 

assist in improving transport efficiency into and 

around the three key activity areas. 

All three Ring Roads are connected and provide 

an outer loop around Devonport’s main activity 

areas on the western shore of the Mersey River. 

In order to make the Ring Roads work 

effectively, physical modifications to the road 

network will be required, as well as installation 

of direction signage. The basic physical 

network modifications required are outlined in 

the following sections. The completion of an 

Urban Design study, which suggests innovative 

and creative design ideas, would further 

compliment the proposed changes to the road 

network. 

The Fringe and CBD Ring Roads share Gunn 

Street as a common link. Gunn Street was 

selected to reduce the pressure on William 

Street (with delay points that include Fourways 

and the Steele Street roundabout). Whilst Gunn 

Street is promoted in the Ring Road system, 

William Street will continue to act as a Sub 

Arterial Road in the road hierarchy from Middle 

Road to Best Street. The role of Gunn Street is 

to provide improved circulation around the 

Fringe and CBD activity areas for traffic that 

does not require the use of William Street. 

William Street remains as a Major Collector 

Street from Oldaker Street to Bluff Road, 

however traffic wishing to circulate around a key 

activity centre will be able to utilise a portion of 

Gunn Street to improve overall efficiency. 

CBD Ring Road 

The proposed CBD Ring Road provides 

improved access in and around the CBD activity 

area. The CBD Ring Road includes Formby 

Road, Oldaker Street, Gunn Street, and Steele 

Street. It has been previously recognised that 

unnecessary through traffic should be removed 

from the CBD to improve pedestrian road safety 

(CBD Redevelopment Traffic Study, GHD, 

2001). The CBD Ring Road will also serve to 

improve vehicular circulation for those vehicles 

searching for a parking space around the CBD 

area. The CBD Ring Road can be defined to 

some extent by the use of carefully placed 

parking signage that provides information on the 

number of parking spaces available at each 

parking station, and the location of the next 

parking station around the Ring Road. This 

system could also be made to be dynamic, with 

the actual number of parking spaces remaining 

displayed within the signs. 

The Ring Road system supports this by 

providing a defined through route around the 

perimeter of the CBD area. A oneway traffic 

system for the CBD was explored as a potential 



30

solution to reducing unnecessary through traffic 

in the CBD, but rejected, as it was difficult to 

devise a system that met the accessibility needs 

of road users in an efficient manner (GHD 

Analysis of Oneway Street Options, 2002). 

To achieve this, the following modifications to 

the road network are required: 

» Physical upgrade works of Formby Road as 

the primary access to Devonport CBD from 

Bass Highway. Works should include 

improved delineation, improved property 

access, and improved pedestrian facilities; 

and 

» Physical modifications to several 

intersections along Gunn Street to provide 

improved access along Gunn Street. These 

changes support the reclassification of Gunn 

Street from a Minor Collector Road to a 

Major Collector Road. 

Bluff Ring Road 

The Mersey Bluff area currently only has 

collector road access from William Street under 

the existing road hierarchy. The concept of 

providing a ring road around this area 

establishes a more formal system of providing 

access in and around the Bluff area. It also 

acknowledges the existing route taken by 

tourists and patrons of the recreation area along 

Victoria Parade as a main access to the area. 

To some extent, signage is currently in place 

that promotes the use of Victoria Parade 

however modifications are required at the 

William Street / Bluff Road intersection. 

Fringe Ring Road 

The area to the west of the CBD is a mix of 

residential, commercial and industrial property. 

The majority of the commercial and industrial 

area is accessed from Don Road/ Steele Street. 

Presently, access to the predominantly 

residential area west of the Devonport CBD is 

poorly defined by the existing road hierarchy. 

Several major collector roads also send traffic 

directly into built up areas such as Fourways, 

which may not be ideal for vehicles seeking to 

access the CBD or Bluff areas. The Fringe Ring 

Road will work in conjunction with the modified 

road hierarchy to improve access around this 

key activity area. 

The proposed ring road includes: 

» Oldaker Street. This road is already 

classified as a Major Collector Road in 

Devonport’s Road Hierarchy. Oldaker 

Street will play a key role in providing this 

link around the CBD area (as identified in 

the Devonport CBD Redevelopment Traffic 

Study, GHD, 2001); 

» Lovett Street. This road does not currently 

have access across Don Road. The 

junction of Don Road and Lovett Street will 

be required to be upgraded to a signalised 

intersection. This will provide continuous 

access across Don Road, as well as provide 

more defined breaks in traffic along Don 

Road and Steele Street that will improve 

accessibility for properties along its length; 

» William Street/ Gunn Street. The section of 

William Street between Valley Road and 

Charles Street, Charles Street between 

William Street and Gunn Street, and Gunn 

Street between Charles Street and Oldaker 

Street. As with the CBD Ring Road system, 

this requires Gunn Street to be upgraded to 

a Major Collector Road, as well as various 

intersection modifications along its length to 

provide connectivity; and 

» Valley Road between Lovett Street and 

William Street. This road is already 

classified as a Major Collector Road. 

Figure 12 shows the proposed ring road system. 

. 



31

BLUFF RD 

LOWER MADDEN ST 

NIXON ST 

JAMES ST 

PERCY ST 

N FENTON ST 

MADDEN ST 

NICHOLLS ST 

RONALD ST 

WILLIAM ST 

VICTORIA PARD 

BEST ST 

OLDAKER ST 

SORELL ST 

DON RD 

GUNN ST 

STEWART ST 

THE MALL ROOKE ST 

STEELE ST 

TASMAN ST 

LOVETT ST 

CHARLES ST 

FORBES ST 

TURTON ST 

WENVOE ST 

FORMBY RD 

VALLEY RD 

5,440,000 

MIDDLE RD 

5,440,000 

LEGEND 

Bluff Ring Road 

CBD/Bluff 

Roads 

CBD Ring Road 

Fringe/CBD 

Water ways 

Fringe Ring Road 

Fringe/Bluff 


1:8,500 (at A3) 

0 40 80 160 240 320 

Metres 


Horizontal Datum: Geocentric Datum of Australia (GDA) 

Grid: Map Grid of Australia 1994, Zone 55 


3214516_RR_004b.mxd 

GHD House, 239 Adelaide Terrace Perth WA 6004 T 61 8 6222 8222 F 61 8 6222 8555 E W www.ghd.com.au 




Data source: Devonport council. Created by: Luke Roberts 

Job Number 

Revision 

Date 

3214516 

A 

1/5/2009 

Figure 12 

Ring Road System

6.5 Improve Traffic Management 

Arrangements 

Several road safety, capacity and accessibility 

issues were raised throughout the development 

of the Strategy. There is an opportunity to 

improve traffic management measures along 

key routes of Devonport’s road network to 

achieve the following key benefits: 

» Reduce vehicle speeds/ ‘calm’traffic in local 

streets to improve road safety and amenity; 

» Provide improved mobility and accessibility 

at key intersections, where there may be 

delays for specific turning movements; 

» Provide safety and crossing opportunities for 

pedestrians in high activity areas; 

» Provide increased capacity at intersections 

that are operating at a poor level of service 

on collector roads; 

» Improve accessibility for other road users 

such as bicyclists along identified routes; 

and 

» Provide better definition for key routes 

through Devonport’s road network that 

reinforce the road hierarchy. 

This Strategy and associated Action Plan 

become the high level framework for prioritising 

identified traffic management changes to the 

road network. This may include traffic calming 

measures in identified local roads carrying too 

much traffic and modifying intersection priority to 

define Ring Road elements. 

An example of how this strategic measure is 

currently being implemented in Devonport is 

demonstrated through Council’s CBD and 

Fourways redevelopment projects. Council is 

currently exploring options to improve amenity 

and safety for pedestrians through improved 

crossings, add signage to define areas, and use 

paving, parking bays and road threshold 

treatments to slow traffic. 

These projects demonstrate the importance of 

improving traffic management arrangements to 

contribute to the overall efficiency and safety of 

the road network. 

6.6 Address Road Safety Concerns 

Devonport City Council will demonstrate 

leadership and commitment to improving road 

safety not only through infrastructure 

improvements but also through community 

involvement and an active program to educate 

drivers, passengers and pedestrians. Such an 

approach may also assist Council to strive 

toward and contribute to the objectives outlined 

in the Tasmanian Road Safety Strategy 2007 

2016. To this end, road safety issues will be 

addressed through a number of approaches as 

described below. 

6.6.1 Modifications to the Road Hierarchy 

Modifications to the road hierarchy will guide 

actions such as intersection priority changes 

and road design standards. This will improve 

accessibility around high congestion areas such 

as Fourways, thus improving many of the 

current road safety issues. 

6.6.2 Infrastructure Standards and 

Improvements 

New roads and associated facilities will be made 

safe through application of appropriate design 

and construction standards. However, the use 

of infrastructure improvements at identified 

locations will also form an important approach to 

address road safety concerns, particularly in the 

following areas: 

» Improved pedestrian crossing facilities in 

built up areas; 

» Implementation of cycle paths into CBD 

linking key areas; 

» Known ‘black spot’sites; 



33

» Intersection upgrades such as roundabout 

installations as part of the Ring Road 

system; and 

» Applying uniform standards to road 

categories. 

6.6.3 Safer Road Use Education 

The role of driver behaviour, speed and alcohol 

in road crashes is significant. Hence, educating 

the community in safer road use is an important 

component in a road network strategy. A 

number of opportunities exist for Council to 

address road safety from this perspective: 

» Allocate resources for a dedicated person in 

Council to undertake road safety initiatives 

to ensure they are implemented and provide 

the community with a contact to discuss 

road safety concerns. 

» Ensure road safety continues to be a focus 

of the Devonport Community Safety Liaison 

Committee and the Traffic Management 

Committee. Continue developing new 

initiatives to improve road safety through 

Council’s partnership with DIER’s 

“Community Road Safety Partnerships” 

program (established August 2008). 

» Ensure road safety is a priority focus in the 

development of the community safety 

strategy. This will clearly define objectives 

and actions to achieve positive road safety 

outcomes. This measure provides the 

means to investigate and adopt a number of 

road safety initiatives. 

» Develop a road safety section on the 

Council website. This provides the means 

to highlight local road safety issues and 

communicate initiatives to manage them. 

6.6.4 Funding 

Funding opportunities exist through both state 

and federal government that may be available to 

assist in addressing road safety issues. 

Programs such as the Auslink Black Spot 

Program are available to target problem areas 

within the road network and reduce road 

trauma. The Blackspot Program aims at lowcost 

highreturn schemes, and councils are 

encouraged to jointly fund and nominate 

projects. 

6.7 Regional Connectivity 

A good understanding of the issues and 

identifying the necessary improvements to the 

road network for transport associated with 

industry, freight, tourism and regional access 

will only add value to economic development in 

Devonport. Some measures to progress this 

element of the strategy are outlined below. 

6.7.1 Industrial and Freight Transport 

A series of steps is required to improve the road 

network for this important sector of the 

economy, including: 

» Review the existing industrial and freight 

routes for adequacy in terms of safe and 

efficient movement and access within the 

region; 

» As part of the development of the proposed 

industrial sites, formally designate the routes 

to be used by all industrial and freight traffic 

through consultation with relevant 

stakeholders. The designated routes will be 

included on the road hierarchy map; 

» Audit the designated routes to identify any 

deficiencies associated with the intended 

purpose; and 

» Implement a program of works to upgrade 

and maintain the routes as required. 

Improved travel conditions will ensure the 

traffic associated with this sector utilises the 

designated routes. 

6.7.2 Tourism 

Devonport City Council works with Devonport's 

tourism operators and local, regional and state 

tourism organisations to attract tourist business 



34

and visitors to Devonport through its tourism 

unit, Marketing Devonport. Furthermore, the 

Devonport Visitor Centre is owned and operated 

by the Devonport City Council thus highlighting 

strong commitment to this industry and the 

ability to influence growth in this market. 

The road network should complement tourism 

strategies developed to draw visitors to 

Devonport CBD and recreational areas. This 

will require definition of tourist routes, auditing 

road elements such as signage, vehicle 

stopping areas and implementing a program of 

works to achieve road network outcomes that 

promote tourism. 

6.7.3 Regional Access 

The key measure associated with this element 

of the strategy is to define the key access points 

into the Devonport City Council area from the 

surrounding municipalities, and to ensure they 

are maintained at an appropriate standard with 

clear signage. This will encourage locals and 

visitors to use these roads thus promoting 

access of services and facilities in Devonport. 

6.8 Provide Comprehensive 

Transport Facilities and 

Services 

To manage the issues associated with mobility, 

a number of opportunities exist to provide 

improved facilities and services for a wider 

variety of transport modes. This facilitates a 

more comprehensive and sustainable approach 

to the transport network. 

cycleways and ensures connectivity with any 

new facilities to be provided in the future. It also 

demonstrates prioritisation to provide the 

desired facilities and a commitment to action. 

The Master Plan proposes a staged approach to 

the delivery of cycleway infrastructure which will 

enable better cycling facilities to be provided in 

a manageable and achievable manner, and 

which can be easily communicated to the 

community. 

Figure 13 illustrates the existing and proposed 

routes in the Cycleway Master Plan. The 

infrastructure is a combination of separate 

cycleways and shared facilities. The cycleway 

stages include: 

1. Formby Road Upgrade; 

2. Finlayson Way Extension to Victoria Bridge; 

3. River Road Link; 

4. East Devonport Link (Tarleton/Thomas 

Street); 

5. Spreyton Link; 

6. Don Link to Lillico Straight (Ulverstone); 

7. Fourways Link/Loop (William/Best/Steele); 

and 

8. Upgrading and Widening of Existing 

Cycleways. 

Figure 13 

DCC Cycleway Master Plan 

6.8.1 Cycleways 

The presence of existing and proposed 

cycleways in Devonport, combined with 

community desire for more cycling facilities, 

provides the opportunity to formulate a plan for 

the future. Council has been working 

proactively in this area and recently developed 

the DCC Cycleway Master Plan (March 2009). 

This Master Plan builds on the existing 



35

The Action Plan associated with this Strategy 

will provide the means to prioritise, allocate 

budget and responsibility to progress the 

implementation of the Cycleways Master Plan. 

6.8.2 Public transport 

Given the number of bus companies operating 

in the Devonport area and the proposed future 

expansion of regional services, the opportunity 

exists to develop an integrated approach to 

passenger transport services. This requires 

consultation between the key stakeholders and 

agreement on services, frequency, routes and 

facilities (such as a bus terminal) required to 

provide a comprehensive public transport 

service for the local community and visitors 

arriving by boat, plane or car. 

The opportunity also exists to expand the local 

ferry service to provide a more comprehensive 

alternative transport service to cars travelling 

between east and west Devonport. 

6.8.3 Pedestrians 

The key measure associated with pedestrians is 

to ensure adequate provision is made for 

footpaths in new and upgrading road network 

infrastructure projects where practical and 

reasonable to the appropriate standard. 

The above measure is complemented by 

Council’s existing Footpaths Policy (1997) 

where there is already a clear process to 

maintain existing footpaths and construct new 

footpaths to a specified amount each year as 

part of asset management and maintenance 

activities. In general this policy provides for: 

1. Priority funding to be provided for 

maintenance of existing assets; and 

2. New footpath assets to be constructed with 

priority generally to ensure that a constructed 

footpath is provided on at least one side of 

every urban road. 

Council keep the community informed of this 

policy and their responsibilities through their 

“Did You Know”Fact Sheet – Footpaths (2004). 

6.9 Develop and Implement a 

Parking Plan for Devonport 

The parking issues identified in Section 3.6 

largely relate to inadequate parking provision 

and poor regulation of parking in the Devonport 

CBD. Responding to these parking issues by 

simply expanding supply may alleviate the 

situation in the shortterm but will not completely 

address the fundamental problems in the longterm. 

In general, current inefficient parking planning 

practices result in poorly integrated parking 

supply, increased car traffic and more dispersed 

destinations and thus contribute to various 

economic, social and environmental problems. 

In addition, the current practice of applying 

parking ratios may result in far more parking 

supply than is usually needed at most 

destinations, particularly where land use is 

mixed, there are good travel options, or where 

parking is time restricted or priced. 

This Strategy promotes the development of a 

longterm parking plan that considers the 

parking requirements for the present and future, 

while identifying and implementing management 

strategies that result in more efficient use of 

parking resources. Therefore, the parking 

issues raised during consultation will be 

acknowledged through a longterm, integrated 

approach to the planning and management of 

parking in Devonport. 

The development of an Integrated Parking Plan 

will reflect the needs of the Devonport CBD now 

and in the future, as well as complement other 

road network strategies relating to effective and 

safe movement of traffic; encouraging the use of 

more sustainable transport modes; and 

promoting access by tourists and surrounding 

regional areas. This approach also ensures 

more efficient use of land in the CBD, reflected 



36

in appropriate supply of parking for land use. 

This can only be achieved through clear aims, 

such as: 

» To ensure car parking requirements in the 

planning scheme reflect the parking 

demands of various land uses within the 

CBD; 

» To encourage sustainable transport modes 

(such as walking, cycling and public 

transport) and reduce reliance on the private 

motor car and/or assist in achieving a mode 

shift away from single occupant private 

vehicle travel; 

» To provide efficient and accessible parking 

facilities; 

» To promote shared parking arrangements 

thus promoting better utilisation of 

surrounding parking and more efficient use 

of land; 

» To provide an enhanced level of connectivity 

across the CBD and surrounding areas such 

as East Devonport and the Mersey Bluff 

area; 

» To support higher density residential 

development within the CBD and recognise 

the constraints which exist in providing car 

parking on individual sites; 

» To provide drivers with parking information 

i.e. location and availability, to effectively 

manage utilisation of parking areas; 

» To promote a CashInLieu policy from 

which the funds are used to provide and 

maintain additional public parking facilities; 

and 

» To provide guidance on the principles which 

should be adopted when considering and 

setting onstreet parking restrictions. 

6.10 Asset Management and 

Maintenance 

The Organisation for Economic Cooperation and 

Development (OECD) defines asset 

management as: 

"A systematic process of effectively maintaining, 

upgrading and operating assets, combining 

engineering principles with sound business 

practice and economic rationale, and providing 

the tools to facilitate a more organised and 

flexible approach to making decisions necessary 

to achieve the public's expectations." 

Further to this, Austroads (2009) have defined 

the main streams in asset management as 

being: 

» Identification of need for the asset, in the 

light of community requirements; 

» Provision of the asset, including its ongoing 

maintenance and rehabilitation to suit 

continuing needs; 

» Operation of the asset; and 

» Disposal of the asset when the need no 

longer exists or it is no longer appropriate 

for the asset to be retained. 

The preceding subsections of Section 6 have 

dealt with the identification of the need for 

assets, in light of Council, key stakeholder and 

community requirements. A prioritised action 

plan has been developed from this asset 

management strategic planning process. 

However, the importance of reviewing asset 

management performance and asset 

requirements on a periodic basis is emphasised, 

as these may change over time. 

This subsection addresses the provision and 

operational aspects of asset management. The 

primary focus in road asset management is on 

the purpose or function of the network and its 

components, more than on the administrative or 

legal classification. In broad terms, the 

Australian road system consists of National 

Highways, Arterial Roads (variously known as 



37

State Highways, State Roads, Main Roads, etc) 

and Local Roads. These administrative 

classifications indicate the level of government 

with primary responsibility. In practice, the 

higher levels of government provide limited 

funding support for roads in the lower 

classifications. 

Devonport City Council is responsible for the 

operation and management of the local road 

network and related assets, which include the 

road pavement and wearing course, kerb and 

channelling, footpaths, street furniture, road 

signage and other associated infrastructure. 

To improve the effectiveness of asset 

management decisions, Council have allocated 

their roads to categories. In this way, roads with 

similar functions are treated consistently with 

respect to decisions on standards and levels of 

service, regardless of legal or administrative 

classification. Roads are allocated to a category 

on the basis of indicators such as traffic volume, 

numbers of heavy vehicles, travel speed, and 

strategic significance. Section 5.4 of this 

Strategy described the road hierarchy 

categories associated with the City of Devonport 

road network and the performance and design 

criteria of each road category. 

hierarchy categories and associated 

performance and design criteria, it is the Roads 

and Stormwater Service Level Agreement that 

will detail how the performance and design 

criteria will be met in context of economic and 

regulatory constraints. 

With respect to disposal of the asset when the 

need no longer exists or it is no longer 

appropriate for the asset to be retained, this 

Strategy promotes a life cycle approach be 

taken to asset management. This approach will 

be integrated into Council’s asset management 

and maintenance systems and processes over 

the longterm. 

The community expects Council’s infrastructure 

to be maintained at an acceptable and 

affordable level. Hence, asset management is a 

process focused on facilitating the delivery of 

community benefits such as accessibility, 

mobility, economic development and social 

justice. However, Council must also comply 

with relevant industry standards and guidelines 

to ensure its Statutory and Risk Management 

obligations are met. 

To this end, Council is in the process of 

preparing a Roads and Stormwater Service 

Level Agreement. The current draft document 

sets out the manner in which Council will meet 

its various obligations and identifies a 

benchmark level of service to be provided. In 

summary, while this Strategy defines the road 



38

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© GHD 2009 

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K.Midson 

1 A.Halley/ 

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Reviewer 

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39

Road Network Strategy - Devonport City Council

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