Feasibility study
A $370,000 feasibility study for the Hawthorn to Box Hill Trail was completed by a Victorian Department of Transport team in October 2021.
The study found that the route following the railway alignment was practical and would provide a range of benefits to local communities including safer ways to walk and ride to local places such as shops, business and schools.
This information update about the outcome of the Feasibility Study was issued in October 2021.
The Vicroads page for the feasibility study has been deleted. The last archive available is 24 March 2023.
Feasibility study report
The final report obtained from the Victorian government in November 2023 by a Freedom of Information Request submitted by Dr Monique Ryan MP's office can be viewed here.
The study identified the rail corridor alignment option as the preferred route for both the Western and Eastern sections, scoring highest in both the technical assessment and ease of implementation assessment.
It also aligns well with strategic cycling corridor principles and is well supported by key stakeholder groups.
Summary of feasibility study
The 30-kilometre CBD to Croydon Strategic Cycling Corridor (SCC) has been identified by the Department of Transport (DoT) as a key element of the eastern metropolitan cycling network. In late 2020, construction of the Ringwood to Box Hill section of this corridor was completed. Delivery of the 10-kilometre section from Box Hill to Hawthorn was investigated by DoT. The alignment is proposed to follow the rail corridor and remain within the existing rail corridor as much as possible.
Current cycle-to-work mode share in the study catchment area is low, but the predominant daily movements are in an east-west direction (to/from the CBD) in alignment with the proposed cycle corridor.
There were 348 crashes reported in the City of Boroondara and the City of Whitehorse involving bicycles during the five year period from January 2014 to March 2019, including two fatal crashes. 87 percent of these crashes involved cars.
Much of the local arterial road network that supports current on-road unprotected cycle lanes reports average daily vehicle numbers of >10,000.
Delivering upgraded cycling infrastructure is likely to encourage mode shift towards cycling for shorter trips, as well as support cycling to schools, activity centres, and for recreation. This would improve safety outcomes for all road users and reduce congestion on the wider road and public transport networks.
Problems
The key problems identified with the existing cycling conditions of the study area are:
A poor safety record – Cyclists are disproportionately vulnerable when travelling on the existing cycling network as defined by existing crash stats.
An inequitable cycling network – The existing cycling network caters for confident, experienced cyclists and is not appealing to infrequent or unconfident users.
A lack of connectivity – The lack of a connected, continuous, separated, east-west cycling route means commuters cannot access key destinations and activity centres.
A congested network – Existing transport modes are congested during peak periods
Benefits
The benefits to be delivered as a result of the SCC project may include the following:
Improved safety outcomes for cyclists through fewer incidents involving general traffic.
Improved health outcomes through greater cycling participation.
A reduction in emissions through a reduction in cars on the road.
A more inclusive cycling network accessible to a wider range of people.
A connected cycling network that makes for efficient travel and simple wayfinding
Improved transport network efficiency due to induced cycling demand away from existing private vehicle and rail commuters.
Improved community satisfaction with the quality of facilities provided in their local area.
Recommended Options - Report
Western Option (Yarra to Camberwell)
The overall MCA result identified Option W5 as the preferred option for the western section, scoring highest in both the technical assessment and ease of implementation assessment. It scores well against the themes of SCC principles and stakeholders; however, it has one ‘major negative’ score – Capital and operational costs, as well as two ‘moderate negative’ scores – Value for money and Heritage.
Option W5 follows the rail corridor and SCC alignment where possible and is considered to be the ultimate alignment. This option is generally located on the south trench of the railway corridor.
Options W6a and W6b also rate highly as the second and third highest scoring options.
Eastern Option (Camberwell to Box Hill)
The overall MCA result identified Option E4 (Rail theme with at grade solutions) and Option E1 (Rail theme) as the top two preferred options for the eastern section, with Option E4 scoring marginally higher.
Option E1 follows the railway reserve where possible and has been connected via the road network where there are space constraints or implementation challenges. This is an ultimate option with high cost grade separated segments at particular locations.
Both options score well against the SCC principles, while Option E1 (Rail theme) has higher support from stakeholders.
Both E1 and E4 propose to retrofit the existing ghost platform at Box Hill Station into a cycleway and bicycle parking location for Box Hill Central and Station, connected by ramps to the corridor. The final alignment through Box Hill Station precinct remains unresolved.
The study findings will be used to further investigate corridor constraints, stakeholder feedback, and alignment options to progress this important project towards staged delivery.
Recommended Options - Hawthorn to Box Hill Community Campaign
The study confirmed that the Hawthorn to Box Hill Trail has significant benefits to the community and is feasible to build.
The Hawthorn to Box Hill Community Campaign recommends:
Option W5: Rail theme - aligned to the rail corridor throughout
Option E1: Rail theme - aligned to the rail corridor, utilising Box Hill station ghost platform.
The study findings should now be used to further investigate corridor constraints, stakeholder feedback, and alignment options to progress this important project towards staged delivery.
Funding is required from the Victorian Government for this to proceed.
Estimated cost
During the development of the feasibility study, the approximate cost of options for the Hawthorn to Box Hill Trail were:
Best amenity: $6o+ million
Acceptable amenity: including use of some short sections of local roads: $35 million
Shimmy route: low amenity: $5 million
The actual cost will be determined when detailed designs are completed for the route.
To put this in context, the recently completed Surrey Hills and Mont Albert level crossing removal project that removed two road level crossings has cost a total of nearly $1 billion.