Department of Planning & Development I. Department of Housing and Regional Development
I MELBOURNE METRO PO LITAN STRATEGY I STRATEGIC INFRASTRUCTURE DEVIELOPMiENT I PROJECTS & PROGRAMS · I FINAL REPORT APPENDICES SOUTH EAST REGION I I I I I I I I I I I
I SINCLAIR KNIGHT MERZ I N I E I R in association with I Spiller Gibbins Swan Pty Ltd Travers Morgan Pty Ltd I Loder & Bayly Consulting Group I October 1995 I I I I I I I I I I I I I I I I I I I I I Department of Planning & Development .I Department of Housing and Regional Developm_ent . ; •• J MELBOURNE METROPOLITAN STRATEGY STRATEGIC INFRASTRUCTURE .. I INFRASTRUCTURE LIBRARY l . DEVELOPMENT \\\i\~~~~~~~~li!~~~\11] PROJECTS & PROGRAMS ·.I ~ ~-~~ -----~---- FINAL REPORT APPENDICES I SOUTH .EAST REGION I
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711. 4099 00105983 451 MEL:M M lb t . 1 l ·I (1 995) e ourne me r~po 1tan i strategy : strateg1c v. 2 copy 2 infrastructure development projects and program~. l I South East Region : final 1
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1- SINCLAIR KNIGHT MERZ I N I E I R in association with .1 Spiller Gibbins Swan Pty_ Ltd . :J Travers Morgan Pty Ltd :I Loder & Bayly Consulting Group ·. ! . . • J I October 1995 ..r l I LIST OF APPENDICES I Appendix A- National, State .. and Metropolitan Policies I· Appendix B - Policies of Regional Organisations - Appendix C - Policies of Local Government I Appendix D - Strategic Objectives of Service Providers I Appendix E -:- Detailed Description of Region Appendix F - Industry and Business Interviews I . . Appendix G - Long List of Projects
Appendix H - Response to Advertisement I Appendix I - Workshops 1 and 2 Reports • I Appendix J - SWOT Analysis . . . : .• _; t .'~. ~~ ,: ·~ . i • ; \ • Appendix K -:- Project Descriptions I Appendix L- Evaluation Tables- Performance Criteria I Appendix M - Special Note - Road Access Appendix N- Study Team· I I I I I I I I SINCLAIR KNIGHT MERZ 5R046.116.BJF:mbm:6/6/95 I I I I
I Appendix A- National, State and Metropolitan Policies I A.1 National Policies· Policy Context The policy context within which the Commonwealth Government's I objectives and strategies for the South East Region have been developed, was established with the release of its White Paper ·working I Nation• in May 1994. The Paper recognised that, in general terms, the economic problems facing Australia's regions are those which face the nation as a whole. I · Consequently, the overriding national industry development policy objectives are seen to be appropriate at the regional level also, ie. : I o building a competitive environment; o based on this environment, building competitive firms; and o integrating economic, social and environmental objectives.
I However: given the diversity of regional economic circumstances, the Commonwealth is unwilling to impose uniform solutions. It recognises I that regional communities are best equipped to assess their own strengths and weaknesses an~ therefore bases its strategy on forging partnerships with key local groups while supporting effective regional groupings. In short, regions are encouraged to help themselves to I ensure local commitment to sustainable developmental initiatives.
Some policies and programs achieve a significant regional impact I through regional concentrations of the program's target group. Examples include Labour Adjustment Packages or the National Industries Extension Scheme (NIES). Others, such as the Building Better Cities Program, I have a specific regional development focus. Still other policies and programs may have an indirect impact on regional economic activity through the provision of social or other infrastructure such as the National I. Highway System. .. The emphasis on collaboration and co-ordination at the regional level I brings a strategic dimension to the way regional infrastructure needs are considered and permits a broadening of the range of techniques for their provision and financing. However, it is the Commonwealth Government's I view that infrastructure projects should only proceed if they are proved to be economically viable and necessary. Provision of infrastructure in excess of needs diverts funding from other projects of greater value to I the community. The major instrument for delivery of the White Paper's policy objectives is the Regional Development Program (RDP) under which some $150 I million has already been allocated over four years to facilitate regional I economic development. Its major strategic components are : I SINO.AIR KNIGHT MERZ 5R046.t05.BJF:mbm:6/6/95. A-1 I I I. o Structures, Strategies and Projects - provides assistance for the I establishment or restructuring of regional development organisations (REDOs) to develop and implement agreed visions and strategies I through best practice approaches. o The Regional Strategic Infrastructure Fund, through which a total of $68 million has been allocated qver four years, was established to I a:ssist regions with particular infrastructure needs and to provide demonstration projects. It will only be applied to projects which can meet the following criteria: I. 1. Demonstrated commitment to the key elements of the RDP as set out in the Guidelines document available from the Department of Housing and Regional Development (DHRD). I 2. Soundly researched and documented. I 3. . Catalytic in nature by combining with other funding sources to enable a strategically significant project to proceed. I 4. Agreed to by key participant$ and include matching funding from other spheres of government or the private sector.
5. Consistent with the priorities of State and Local governments I. and, where appropriate, have the necessary approvals processes completed so that the project can commence without I undue delay. 6. Good models of co-operation between groups in the region. I
7. Demonstrated best practice characteristics.
8. A high level of external benefits, strongly linked to fostering the ;, I! agreed economic development direction for the region.
0 Management and Skill E_nhancement - introducing best practice I approaches to regional development practitioners and providing opportunities for training in such measures. I The RDP, which is directed by DHRD, is complementary to a range of measures administered by other portfolio organisations aimed at the facilitation of a,greater role for regions in the national economy such as : I. o Cutting the tax rate on income derived from small to medium . enterprises by Pooled Development Funds and easing their operational restrictions. o Encouraging greater private sector infrastructure investment by
SINOAIR KNIGHT MERZ SR046.105.BJF:mbm:6/6/95 A-2 I ~- . I I I I modifyir:Jg the tax treatment and scope of infrastructure bonds. o Establishing Auslndustryas a single point of contact for businesses I w,anting Government assistance .. o New case management arrangements and Area Consultative . Committees within the pepartment of Employment Education and I Training (DEET) for more effective planning and delivery of labour market programs in regions. I o Tailoring elements of the Rural Adjustment Scheme to meet the· ·.·. structural adjustment needs of specific regions.
Planning Initiatives I A good example of the.Commonwealth government's policy principles in action is the Integrated Local Area Planning program (I LAP), for which three year national funding of $4.75 million was allocated in the 1992-93 I Federal Budget.
From this, local governments across Australia are funded to develop I strategic local area planning through state level management; under the guidance of a.set of principles which are considered to be the key to best practice in integrated planning and management. A number of I projects are running throughout Australia, including one within the study area at the City of Casey. ·
I The City of Casey ILAP project is to develop a comprehensive evaluation, within a growth corridor municipality, of existing corporate, business and sectoral plans and their inter-relationships, together with an assessment I of the current effeds of their progressive implementation. A set of guidelines will also be developed for integrated corporate I .. planning, more specific and rigorous performance indicators and. performance indicator data collection systems. These are to facilitate improved, more integrated planning processes and structures within Council along with mechanisms for enhanced community participation in I cross-sectoral planning. · .I . Transport . Of particular relevance to the South Eastern Region are the Commonwealth Government's transport policies which support regional development objectives. For example; the Department of Transport's I corporate goals include the following direction:
"To support the Government's objectives for the restructuring and growth I. of the Australian economy by accelerating change toward a transport I . sector ·which, by best world standards, is: I SINCt.AIR KNIGHT MERZ 5R046.to5.BJF:mbm:6/6/95 A-3 I I. I o Competitive o Efficient I o Customer -oriented o Awfire of safety requirements . o Environmentally responsible.· I In promoting this change the Department will ensure that: I o The ability to safeguard the public interest, including the interests of disadvantaged members of the community, is maintained. 1. o The development and implementation of reform has proper regard for the commercial environment, and is soundly based in terms of I statutory requirements and administrative procedures. o The export of Australian services is supported, taking advantage of our improved international competitiveness.· I Other Commonwealth Government sponsored bodies relevant to the I implementation of its transport policies in a regional context include:
0 The Australian Transport Council, whose 'National Transport Policy Framework' (NTPF) was released in December 1994. Urider this framework Federal, State and Territory transport ministers have I agreed to adopt a policy framework that will.lead to a more strategic I and co-ordinated approach to transport planning throughout Australia. The NTPF consists of a vision and objectives for the national transport system, a three year rolling works program to be reviewed annually, and material on general trends, policy linkages and criteria for identifying and prioritising transport issues. Infrastructure planning and development, including the roles of the · private sector and urban transport are identified as priority issues. I 0 The National Transport Planning Taskforce was commissioned to report on national infrastructure needs and operational· improvements I required to meet future demands for freight transport. It has taken a strategic, multi-modal and user oriented approach. Its report, released in December 1994, identifies the fundamental national challenges Australia faces in developing a freight transport system I which will meet its needs for the next twenty years and proposes ways of meeting those challenges through an integrated approach to I transport infrastructure policy, planning and management. It recognises that the Commonwealth Government cannot do this alone and that a partnership between all levels of government and the I private sector is required. This is consistent with the Commonwealth . Government's approach to regional economic development issues. I
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Summary I Achievement of the Commonwealth Government's regional development policy objectives involves the Commonwealth, State and Local governments working together to improve the delivery of programs and I the planning and implementation of projects. This requires the establishment of appropriate consultative mechanisms I and partnerships between levels of government, infrastructure agencies and the private sector in regional environments. The resultant shared understanding of regional needs and agreement on means of addressing them will lead to better co-ordination of policy and more effective delivery I... of programs and projects . I A.2 State Government Policies There are few government policies which specifically apply to the region. Clearly there remains a commitment to maintain the existing government I provided facilities and services with some relatively minor change due to the drive for continued efficiency gains. Major facilities and services in the area include the South East Water Purification Plant, the Churchill · I National Park, Jells Park and Arthur's Seat Park, the rail lines and · principal road network throughout the region, as well as various health, I education and other community service facilities. The government has few specific regional policies, but rather a collection I of non-:spatial policy principles. These focus on: o Creating a more competitive· and prosperous state economy; o A reduction in the state deficit and its longer term demand on the I community; o Development of strong partnerships between .the state and private I. ·business, and between state and local governments. The state industry policy details these general principles and aims to streamline government regulation, reduce business irnports from the state or state owned enterprises, and to improve the efficiency of state and I local government.
The restructuring of local government provides the clearest focus of state · activity with the .20. local government areas in the region being reduced . to 12 during 1995. The existence of larger councils could provide sufficient economies of scope and scale to improve the effectiveness of I this level of government.
' The government has selected a number of industries considered critical I to Victoria's growth prospects. These are: o pharmaceuticals; o scientific instruments; I ·' I SINO.AIR KNIGHT MERZ 5R046.105.BJF:mbm:6/6/95 A~5 I I I o information technology and telecommunications; o chemical, plastic and rubber; I o aerospace and aviation; o waste management and recycling; o tourism; I o education services; o food processing; o forest products; I o textiles, clothing, footwear; and o downs~ream minerals processing. I. The South East Region stands to benefit from those policies given its relatively strong concentration of food processing, other machinery and equipment which includes the scientific and information technology I sectors and chemicals.
Planning policy will benefit the region through the· development of regional plans of which the study is a component part. Urban I consolidation may moderate the expected urban growth in the South East Region. The goverpment policy of encouraging the development of activity centres and associated transport interchanges could provide the focus for major interchange facilities to be developed at Ringwood, Knox, Dandenong, Frankston, Cranbourne and potentially in the Springvale area.
The state environment policies focus on the need to minimise pollution and improve the quality of Melbourne's air, water and land. The 1. development of appropriate drainage and purification to protect the Western Port wetlands and Port Phillip Bay may require further capital investment in the South East Region. I A.3 Metropolitan ~olicies I A statement on desirable future directions for" the Melbourne metropolitan area's development is being prepared by the Victorian Government with I the active participation of relevant Commonwealth Government agencies and local government. It will provide-a policy context ·at the metropolitan level for regional strategic planning. I The statement's keystone is to be a succinctly stated vision which encapsulates those desirable characteristics which can provide a unified I concept and sense of purpose for metropolitan strategic planning. The proposed vision for Melbourne is :
·A vibrant trading and manufacturing city of international standing whose . I_. prosperity is based on its communications. livability, creativity, cultural ambir;nce and high quality urban environment.· I
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. A set of four inter-related pr.inciples have been proposed to enable the I realisation of this vision: ·I o Sustainable City •... In the Melbourne's context, this implies maintaining essential ecological processes, enhancing social and biological diversity, I asserting equity within and between generations so that the basic needs of people are met now and in the future, and ensuring individual and community well being. In particular, economic and I social development should be self-reinforcing, where healthy ·and educated people are economically more productive as well as more fulfilled human beings .. ." ·
I o Technical City
•... The aim is that Melbourne develops new and innovative transport, I communication and infrastructure systems. It must also be at the leading edge in business and industry with communication and I information technology ... • · o Internationally Competitive City
I •... Melbourne will build on recognised strengths and use the opportunities associated with new global markets to generate growth. industries. It will use its traditional strengths as a trading city, I including the export of manufactured goods, ·and also the new opportunities of the service sector and the information-based businesses. Melbourne is a key centre for the production and export I of large scale engineering manufacturers; it needs to attract both producer and consull)er service industries, particularly those that are information-based. These are the growth industries that al_so have I higher rates of employment than advanced and high-technology manufacturing. The metropolis also needs to attract a share of the I headquarters of large transnational companies ... • o Livable City
•... Livability is a concept that brings a personal focus to the planning I and development of cities and regions. It is based on the qualfty and efficiency of the urban form, a stimul~ting and lively environment, safety and personal comfort, the convenience of I transport and other urban services and the ability to manage social and economic change positively .. ."
I The role of co-ordinated urban management is crucial for achievement of the vision. Implementation structures and processes should consciously, I but flexibly, integrate the metropolitan vision and principles into their I SINOAIR KNIGHT MERZ 5R046.t05.BJF:mbm:6/6/95 A-7 I I. I. organisational planning and operations if the vision is to be achieved. I Summary The Melbourne Metropolitan Statement currently in preparation incorporates a significant number of the same policy directions as are I contained in the Commonwealth Government's HOP. It is being developed through a co-operative process between levels of government with private sector input and provides both a context and a model for the I creation of regional economic development strategies, in the South East and elsewhere. 1: I I I I I
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I Appendix B- Policies of Regional Organisations I The appendix outlines the policies of the following organisations: 81 Western Port Development Council 82 Jobs for South East Taskforce Inc I 83 Outer Eastern Municipalities Association I 81. Western Port Development Council The Western Port Development Council Inc (WPDC) was established in 1986 as a non-profit organisation targeting economic growth and development in the Western Port region. ·It now represents a broad cross I section of the business and development interests in the region and · actively promotes development opportunities, new investment and I supporting infrastructure for the region's economic growth. Objectives
I The Western Port region, covering approximately 5,500 square kilometres . and with a current population in excess of 600,000 people, includes the South Eastern Growth Area, the whole Mornington Peninsula and South I West Gippsland. The WPDC's agenda for this region incorporates the following objectives:
I o Recognition of Daridenong as. the Capital of the South East.
o Reservation· and appropriate development of a site for Melbourne's I second airport. ·
o Integrated marketing and development of the Port of Hastings for I new trade. o Completion of outer ring road and east-west arterial connections to I by-pass growth corridors. I 0 Jobs growth to match population growth projections. o Recognition of the South East as a centre for export excellence. I o Growth of the region as Melbourne's manufacturing heartland. o Standard gauge rail connections from the port and south east region I to· Melbourne's freight gate. · o Direct rail connections from Hastings to Gippsland.
I o Development of key tourism infrastructure. I I SINO.AIR KNIGHT MERZ 5R046.106.8JF:mbm:6/6/95 8-1 - ·: •••j I I I Vision I The WPDC's vision for the Western Port region therefore aims to achieve: .
0 Western Port recognised throughout Victoria, nationally and I internationally for its extensive product and service· base;
0 Recognition of the region as one of Australia's principal export I earning centres;
0 Economic growth capitalising on and driven by the region's I competitive sustainable strengths and advantages;
0 Ari economy which is internationally competitive, driven by local I decision making and which maximises opportunities for value adding through technology and entrepreneurial activity; I o Unemployment levels below the national average; 0 An appropriately trained and skilled workforce; I 0 Continued development and diversification of traditional industries; I 0 A manufacturing base which is recognised for its international competitiveness;
0 World tourist and leisure destinations offering a multitude of first I class natural and man made attractions;
0 An efficient regional infrastructure network incorporating an airport and port linking the regia~ to Australian and world markets;
0 Dandenong developed as Melbourne's Twin City focussing administrative, cultural and business services in a centre of national significance; o Sustainable long term agriculture; and o Protection of the region's natural environment. I Actions I Priority actions required to harness the Western Port region's resources and maximise its capacity to do business include: I. 0 Promotion and policy reinforcement of Dandenong as the Capital of Melbourne's South East. I SINO.AIR KNIGHT MERZ 5R046.t06.BJF:mbm:6/6/95 8-21 J ·. I I I
o Development of transport and other infrastructure to serve the future I industry development and population growth including:
the· South East Airport. I the Port of Hastings. improved networks to service north-south connections, clearing traffic through the region to Gippsland and connecting I Dandenong to the port. new rail links connecting the port to Gippsland and the airport to Dandenong. I installation of natural gas pipelines to South Gippsland. ·•:. world class tourist facilities at Phillip Island.
o Continued development of the region's essential education I resources:
Monash University. I the proposed new campus at Berwick. TAFE facilities. ' I Management Training College at Mt Eliza. An outline of the current status of key projects is provided below:
I Capital of the South East Recommendation: o That Dandenong continue to· be promoted and recognised as the I Capital of the South East of Melbourne. ·
Current Position: I o The Premier has confirmed the strategic role of Dandenong as Capital of the $outh East. o · · Dandenong is being marketed internationally through a prospectus which is now available in English a:nd Japanese and soon to be I:·· published in Korean and Chinese. o Some government departments are already established but a critical I mass as the Capital is yet to be released. Action Required: o Governments need to recognise the potential of Dandenong and I focus strategic activities and new development in Dandenong to help develop the critical mass for new growth. o Development of a new corporate convention and accommodation I facility. o Development of new cultural facilities focussing on entertainment and arts in Dandenong. I o Promotion of greenfields development opportunities at the I Dandenong Station and Stock Market site. ·I . SINOAIR KNIGHT MERZ 5R046.106.BJF:mbm:6/6/95 B-3 I I I
The Airport I Recommendation: o That the need to develop an airport to service the growing population in the south east be recognised as a matter of priority. I Current Position: o The Western Port region municipalities and the Victorian Government I are funding a feasibility study into the need for an airport in the south east. The consultants have concluded that there is a positive ben_efit for the development oJ an airport in the south. east. I Action Required: o Increase recognition in Government that planning and reservation of land in the south east for an airport is a wise strategic decision for I the whole Melbourne community. · The· Port of Hastings I Recommendation: o Tha:t the Port of Hastings be enabled to trade independently of the I Port of M~lbfourne and be marketed as a greenfields dev:elopment . opportumty or new trades.
Current Position: I o The Victorian Government has reviewed the status and management of Victorian ports and determined to offer the port for private sale, separate from the Port of Melbourne. · I.
D The WPDC is promotin·g new development in Hastings and searching for new investment opportunities in both infrastructure and I port-dependent industry. ·
Action Required: I o Investment in new infrastructure to support the development of the . Port of Hastings isrequired, including new berth facilities, road access improvements in Dandenong-Hastings Road, a rail I · connection to Gippsl~nd for resources development and export. . o ·connection of the Port of Hastings to the metropolitan freight gate and national rail systems via standard gauge. I. Infrastructure Recommendation: I D That appropriate infrastructure development be undertaken to cater for the projected population growth in the Western Port region. o That an audit of the existing provision and capacity of the region's I infrastructure be carried out. . I
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Current Position: I o A land use development strategy and structure plan is in place for the Growth Area. · o Initial investigations into· the feasibility of installing a natural gas I pipeline to South Gippsland have been carried out. o Electric rail services are proposed to connect Cranbourne to the I metropolitan network. Action Required: o Planning for the expansion of the region's infrastructure to match the .I oemands of the projected economic and population growth is required. o Opportunities for private investment in the region's inf~astructure · should .be fully explored as a means to avoid delays in I implementation. o A detail.ed audit of the capacity and utilisation of the region's infrastructure resources should be carried out as the basis for I strategies to develop economic opportunities in the region.
Tourism I Recommendation: . o That the region be recognised as a major national and international I tourist destination. · · Current Position · o Existing tourist destinations are actively marketed in the national and I international market. o The WPDC is preparing a regional tourism development strategy. I Action Required: o Support for the implementation of the identified tourism infrastructure and development opportunities listed below is required: - redevelopment of Nobbies tourist precinct. . I - car ferry to Phillip Island. - marine/safe harbour for recreational boating on the Port Phillip Coast. I o Reinstatement of international events such as the World Motorcycle Grand Prix on Phillip Island should become a priority for the region and all levels of Government. I. o . Coordination of the role played by the region in assisting with international events in ~he lead up to the Sydney Olympics is · I required to ensure opportuniti~s are capitalised. Road Systems Recommendations: I o That strategic road development be undertaken to cater for the projected population and economic growth in the Western Port I region. I SINClAIR KNIGHT MERZ 5R046. t06.BJF:mbm:6/6/95 B-5 I I I
Cuffent Position: · o VicRoads is currently investigating the feasibility of using the I Scoresby Freeway reservation as an integrated land use and transport corridor between Ringwood, Dandenong and Frankston. o Major arterial roads are plan,ned and ready to develop when funding I is available. · · ·
Action Required: I 0 major road works should be progressively funded by joint Commonwealth/State and private schemes to ensure roads are developed as required. 1.· o An allocation of $95 million is required for the development of the Narre Warren 4-lane freeway bypass of the Growth Area by 2000. o An allocation of $650 million is required for the development of the I Scoresby Freeway corridor as a matter of priority for the development of Dandenong and adjoining municipalities. o Long term funding allocations of approximately $85 million are 1- required. for the east-west connection of Springvale Road to the south Gippsland Highway which is one of the most important sections of roadway to facilitate the full development of the Growth Area. I o Duplication of the Bass Highway from the South Gippsland Highway to Phillip Island. I 8.2 Jobs for South East Taskforce Inc
Jobs for South East Taskforce Inc (formerly Jobs for Dandenong I Taskforce Inc) was established in July 1992 with the aim of bringing tog~ther local business and industry, training institutions and government I to focus on generating business activities and long term sustainable . employment in the South East region of Melbourne. Funded by the Commonwealth Department of Employment, Education and Training (DEET} under the Office of Labour Market Adjustment (OLMA), its aim is to make a positive contribution to the economic development of the region by marketing its attributes, attracting business and investment, incre·asing employment opportunities and skills enhancement through consultation, information and action. A key focus of the Taskforce is to identify opportunities and develop strategies/projects for impl~mentation. I In this context, the Jobs for South East Taskforce seeks to implement a Regional Economic Development and Employment Strategy highlighting a I number of key projects including: .
0 Marketing and Promotion- the South East Region needs a clear and I agreed marketing vision in order to unify the region and enable . effective promotion. . ,: I:
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o Niche Market Development - develop an understanding of and I exploit niche market opportunitie~ in the region (eg. agriculture, . manufacturing) so as to build on regional strengths.
I o Business, lndu~try and Institutional Networking - build on the South East Region's diverse business and industry base in order to exploit I strategically important networks. · o Public Transport Upgrade - highlight the urgent need to upgrade I public transport facilities in the South East Region. o Human Resources/Skills Training -·maintain and develop a diverse skills base in the region to ensure that the skills/qualifications of the local labour force meet local business and industry labour I requirements.
o Tourism Development and Promotion- investigate the need for a ·I region-wide approach to tourism marketing in the region.
o Strategic Planning of Existing and Future Activity ·centres - ensure I that the future population of the region has high quality Central Activities Districts which provide the full range of facilities and ·I services necessary. o Conference and Accommodation Facilities - increase the number and range of facilities and services for conferences together with I· ac~ommodation for tourists and general visitors to the region. I 8.3 Outline Eastern Municipalities Association · The Outer Eastern Municipalities Association (OEMA) aims to optimise the Outer Eastern region's economic, social and community potential by I. adding to and enhancing the commitment and co-operation of local councils. The Outer Eastern region of Melbourne includes th.e former municipalities qf Croydon, Healesville, Knox, Lilydale, Ringwood, · I· Sherbrooke and Upper Yarra. In recent years, the OEMA has built on the framework aimed at enhancing the region's assets and strengthening local economic potential through its involvement in several projects I. aimed specifically at regional economic development in Melbourne's outer, east: I Delivery of Local Government Services Improved efficiency in the delivery of local government services has been made a priority in the OEMA's 1993/94 Business Plan. Envisioning a I large project beyond the current resources of the OEMA. it was decided to seek. Federal Government resources for the project and as such, the Federal Local Government Development Program was targeted. This .I . . :,. I SINOAIR KNIGHT MERZ 5R046.106.BJF:mbm:6/6/95 B-7 .,'.j ~l I I I
program, once a source of funds for councils and regional associations, is now only directed to addressing national priorities for local government.
Whilst waiting on advice. from the Minister on the availability of funds, the ·I OEMA commenced the project with services managers of four councils coming together to investigate ways of delivering their services more efficiently. I·
In August 1994, the OEMA was advised that Federal Government funds of $65,000 forthe continuation of this project had been approved. The I promised funding will be· available shortly and work on this project . commenced in November 1994. I . Investigation into the Regional Economy Another focus of the OEMA's 1993/94 Business Plan was to ensure. and I enhance the development of a viable regional economy. The OEMA believes that the well being of the outer eastern community relies on the maintenance and growth of a viable industrial base that respects and .I utilises the high quality environment of the region.
Previously, very little information and research material was available about the key features of the Outer Eastern regional economy. As a I result the OEMA commissioned a consultant to undertake a major study into the Outer East with the aim of learning more about the region's current economic environment and trends in each of its major industry ·I sectors. (A profile of the Outer Eastern region resulting from this study is contained in Appendix B). .I This study is being completed as the OEMA is working to establish a Federally funded regional economic development organisation (REDO) in I the region. The information on the core business strengths of the region and the views of businesses interviewed as part of the study will be - highly valuable in setting the direction for the REDO. I
Road Option Study
In the late 1980's the OEMA was the first r8giunal a~~oclatlon of councils I in Victoria to prepare and adopt a regional arterial roads strategy. The overriding objective of the OEMA is to obtain additional funding for roads I in the region. However, to obtain funds from the State Government in the current funding environment, strong justification of the economic value of any road project must be provided. The OEMA is now addressing this requirement. I I
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Better Roads Victoria Submission . I . Recently, the OEMA made a submission promoting the highest priority . arterial road projects in the region and highlighting the importance of improved road infrastructure for the regional economy. This regional I view complemented detailed submissions on a full range of road projects made by member councils. I The regional priorities were Dorset Road, Mountain Highway, Swansea Road, Healesville-KooWeeRup Road and. Lysterfield Road. The Government has now announced funding to the first three 'of these projects plus funds for Wellington Road and Burwood Highway. The I State Budget this year (1994-95) also provides funds for the region's freeway priorities - the Eastern Freeway and the Ringwood By-Pass. In addition, the State Government is now moving ahead with the planning of I the Scoresby Transport Corridor and. has recently received a consultant's report on options and issues. ·
I Arts and Recreation Study
The Arts and Recreation Study has the objective of a more integrated I approach to the planning of regional arts and recreation facilities - between councils and between the three levels of government~
I The study has inyolved collating a list of existing and proposed major arts and recreation facilities, and obtaining information about current policies and decision making processes of councils and .State and ,I Federal Government funding agencies. The OEMA also ran a workshop for council staff and a public forum to discuss issues relating to arts and I recreation in the outer eastern region. Nursing Home_ Survey I A recent OEMA Community Services Reference Group Survey identified a shortage of aged care beds in the region, many of which (approximately 30%) are taken up by non-local residents.
I The OEMA is currently considering the feasibility of undertaking a survey of nursing home and hostel residents to determine the reasons for the trend towards local beds being occupied by non-local people, in I particular whether aged people are moving to be near family. This would have a major implication for the Government's current policy which ·I· allocates beds based on the percentage of aged~p-eople in the community.· This research may justify the need for more beds. in areas with younger populations. · I ·...... · I I SINOAIR KNIGHT MERZ 5R046.106.BJF:mbm:6/6/95 B-9 ...~: ~ I I I Economic Issues I Adding value to the Outer Eastern region's· economic base is one of the OEMA's immediate goals. In 1993/94, a number of opportunities arose that have greatly assisted the OEMA in achieving this objective. For I example:
The Kelty Taskforce report on regional development in supporting a I. greater role for regions in determining their economic future, endorsed the OEMA's priorities for the development of better I infrastructur.e, particularly an eastern ring road and a University/ TAFE campus at Lilydale. The McKinsey Survey of business investment in regions was 1· commissioned by the Federal Government as an adjunct to the Kelty Regional 'Development Taskforce to examine attitudes and factors affecting private investment in regions and to determine . opportunities for and impediments to business growth. Although it was not one of the ten regions selected by the Government, the I OEMA successfully sought the inclusion in the survey of the Outer East as an additional region .on the basis of it being a high growth region with many high-tech, smaller to medium sized export I orientated enterprises.
In May 1993, the OEMA presented a major position paper. to I ministerial and departmental staff responsible for Commonwealth White Paper initiatives. The main purpose of the delegation to Canberra was to ascertain whether the Federal Government was likely to support the Outer Eastern region under the new White Paper programs. The outcome was very positive, with the OEMA ~chieving I its goal of raising the Outer East's profile with the Federal Government.
Following the delegation to Canberra, the OEMA reviewed Federal I, initiatives, supported the need to address regional economic issues and resolved to facilitate the establishment of a Regional Economic Development Organisation in Melbourne's East. The work has been I undertaken with the support and assistance of the Association of Inner Eastern Councils and in particular, the former City of Nunawading (now incorporated into the City ot Whitehorse). 1: The White Paper ·contained two major regional initiatives ~ the I establishment of Regional Economic Development Organisations . (REDOs) to guide the economic development of the region and Area Consultative Committees (ACCs) to provide business and community . _ input to dealing with unemployment. 1 An OEMA forum entitled 'Partnerships for Economic Development• held in June 1993 encouraged the Outer Eastern region to form a 1-
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representative, region-wide development organisation which would I focus on the strengths and opportunities of the region and conduct a regional audit and develop action plans. A separate •Industry Vision Forum· for local industry representatives strove to achieve a unity of I purpose and· agreed goals for the region in an attempt to see what industry in Melbourne's outer east would look like in ten years time. I From the Industry Vision Forum a core of industry people have formed the Coalition for Economic Development in Melbourne's East working alongside the OEMA towards the establishment of a .I Regional Economic Development Organisation in the region. I I I I I I I. I ·I I I I I SINOAIR KNIGHT MERZ 5R046.106.BJF:mbm:6/6/95 8-11
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I Appendix C- Policies of Local Govemment
At this stage regional Local Government policies and strategies tend to I focus on issues peculiar to each municipality. As the new municipalities settle down, and as a regional identity which incorporates the new administrative arrangements emerges, a greater sense of regional I integration may take root. · Frankston City Council I The policy context within which Frankston City Council's objectives and strategies for economic development have been fostered require that employment creation be given a,high priority, together with amenity and I environment. Micro-economic reform of local government activities aimed at improving economic competitiveness continues to bring change, specific outcomes I of which have included:
Housing: . I· The Municipal Housing Statement (completed by Frankston in May 1994 but not proceeded with by the Minister to date).
I VicCode 1 & 2 tci reduce controls on both residential subdivision and multi-dwelling development (now in operation. but a review is currently I .under consideration by the Minister). New Residential Zones (drafts released but not proceeded with by the . .I Minister to d;:ite). · There is only limited capacity for Frankston City Council to regulate ·housing densities despite public perception that this is a municipal I· function. The ·Municipal Housing Statement" is intended to be the strategic document by which Council sets policy in relation.to future housing, containment of metropolitan urban sprawl and changing family I needs for dwelling types and affordability. The Municipal Housing Statement could then influence guidelines, codes or incentives that Council ma'y' wish to use to attract or facilitate different forms of I residential development. · In essence the current situation is a more market driven approach within the constraint to achieve urban consolidation for economic reasons. I · Council must make site by site decisions against this background as determined by the State Government.
I Major Development Projects Major development projects are often processed as rezoning a· applications. Proposals current at Frankston include: · o Burdetts Sand and Soil Operations (intensification) which is pre~ently I at Public Exhibition. I SINOAJR KNIGHT MERZ 5R046.to7.BJF:mbm:6/6/95 C-1 I I I o Private Hospital (new) which is at the initial discussion stage. I o Railway land (redevelopment) which is awaiting concept plans .. o Peninsula Hospital Residential (new) is at the stage of Public I Exhibition by the Minister.
Proposals current in ttie 'transition' area include: I o The 'Sandhurst' major residential and golf course complex at east I Carrum Downs. o A commercial project at Baxter South. I In the interests of economic development Council propose to give high priority to handling these and other new projects. I District Centre Planning and Foreshore Development: Frankston District Centre, one of Melbourne's key commercial centres, has undergone significant development over the last decade, with I Council taking a leading role particularly through strategic land purchases and its proprietary interest in the Ouayside Shopping Centre.
A 'Physical Framework Plan 1989' for the Centre is incorporated into the I Frankston Planning Scheme. This Plan has been updated through the Frankston District Masterplan Review Project which is due to commence Public Exhibition shortly. Features of the revised plan include potential I for railway land redevelopment, primarily for car parking, upgraded urban design and landscaping, recognition of recent projects such as the. I Police Complex, the Cultural Centre and the upgrading of the Kananook Creek promenade and Creek mouth areas.
As an off-shoot of the Frankston District Centre Masterplan, further I detailed work has been undertaken in respect of the Kananook Creek area. Frankston's proximity to the waterfront is to be harnessed as a major competitive advantage, somewhat in the manner that the I Southbank redevelopment has become a major attraction for the Melbourne CBD. I After a number of years of studies and consultation, Council came to a decision that a marina would not be pursued at Olivers Hill or elsewhere, qut rather a Safe Boat Harbour within the mouth of the· Kananook Creek I· would be established, subject to relevant environmental investigations.
As a forerunner to these investigations two sub-projects are curr~nt: I I.
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· Planning Permit Application for a Regional Boat Launching Ramp I Redevelopment at Olivers Hill - This presumes that relocation of major boat launching and car parking from Kananook Creek mouth is a pre requisite to Safe Harbour investigations and a concept plan has been I prepared accordingly. To advance this process an Officer Steering Group has been established, together with a Community Advisory Committee to consider the submissions received. The Committee has conducted public hearings, researched the issues and will soon be in a I position to" produce a final report via the City Town Planner.
Economic Feasibility. Study for Safe Boat Harbour and Kananook Creek I Mouth - The project was examined from a financial point of view. This analysis showed: ·
I i. The previous concept plans· for the works are not financially viable without major public sector contributions.
I ii. An alternative plan for a commercially viable development with no public funding was identified. However it seemed to be an overdevelopment based on informal discussions with Councillors and I Parliamentarians.
iii. A new option is being developed for discussion, as a compromise ,I between the two above.
It appears that major problems exist with infrastructure in the Frankston I area. The City of Frankston believes a number of specific infrastructure projects and programs are integral to the sustainable economic development of Frankston and its surrounding region. To this end known I infrastructur~ requirements include: o Upgrade Frankston Railway Station as major transportation hub and also as a link between the Frankston Central Activities Precinct and I Peninsula TAFE (to complement Transit Mall wo.rks completed in 1993).
I o Reconstruction of Kananook Creek walls to facilitate a major tourist destination development project. At present the Creek walls are collapsing and temporary shoring has been installed at critical I locations. A repair or redevelopment bill in excess of $2.5 million is ·anticipated.
I · o The extension of the proposed Scoresby Transport Corridor from Dandenong to Frankston.' ·
I o Upgrading the transpo'rtation links between Frankston and Cranbourne. I I SINO.AIR KNIGHT MERZ 5R046.107.BJF:mbm:6/6/95 C-3 I I I o Extension of transport links from Frankston to Monash University I Campus. o · · Rezoning of land for an office/technology precinct adjacent to I Frankston District Centre.
~d~ey I Berwick Municipal Housing Statement: From an estimated population of around 80,500 people at the end of 1993, the former City of Berwick anticipates an ultimate population of I approximately 152,400 people between 2015 and 2020, based on ail . average household size of 3.0 persons per dwelling. As part of this vision for the growth of the former municipality, Council aims to: I
0 Establish safe and attractive residential neighbourhoods. ·
0 Foster a· strong sense of community among its residents. I 0 Promote housing and residential environments which are attractive to I families.
0 Encourage high quality medium density housing that responds to the ·.· character of.thehneighbourhood to meet the needs of non-family I. households 1n t e community.
0 Develop a range of attractive open space areas and networks to meet the active and passive recreational needs of the community. I
CJ Provide, or seek the provision of regional services and facilities such as a campus of Monash University, Leisure Centres, Wilson Botan"ic Park, Hospital facilities. . ·
CJ Encourage the development of industrial areas, the District Gentre and other commercial centres as a means .of creating local employment opportunities. ·
0 Seek the provision of an effective p·ublic transport system to reduce the dependency of the community on the car. I 0 Seek the continued developmeQt of the arterial road system, particularly the Princes Freeway, in order to reduce congestion and provide an effective transport system .. I ·.· Municipal policy in the context of the ·above objectives therefore seeks to: .1
0 Provide a range of lot sizes and dwelling forms to promote housing diversity.
\
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o Achieve ar~ increase in residential density to promote urban I c~nsolidation and the efficient development of land for residential purposes.
o Encourage the development of the Fountain Gate/Narre Warren District Centre as a focus for retail, commercial and community services, entertainment and cultural facilities for the residents of the I municipality. o . Encourage the development of local and neighbourhood activity I ·Centres to meet the needs of growing communities. o Protect non-urban areas with landscape and environmental values I from urban development. o Provide a variety of o'pen space for local recreational needs and I pedestrian linkages to. activity centres and community facilities. o Encourage the establishment of employment related activities.
o Develop an efficient and effective road network and public transport system ..
In addition, Casey City Council sees a number of specific initiatives as being integral to the sustainable economic development of the South Eastern Region, in particular, these transport-related projects, as well as community based and environmental projects.
Road Projects I o Construction of the Hallam s·ection of the Princes Freeway, the benefits of which include: I Key route linking Melbourne with the South Eastern Growth area, Latrobe Valley and Gippsland; - Relieve congestion on the Princes Highway which is increasing due to urban growth, and which also carries a high number of I freight movements; · Facilitate the ·further development of the regional activity centre at Fountain Gate/Narre Warren; I Identified as a key action in the Linking Melbourne Strategy. Apart from the South Road/Boundary Road link along the Dingley route, it is the only project not to commence within the I next twelve months.
o · Improvements along Narre Warren North Road and Narre Warren I Cranbourne Road. These roads ·form part of the proposed regional north-south route which will link with Dorset Road to the north. I Consideration should be given to the progressive development of I SINOAIR KNIGHT MERZ 5R046.107.BJF:mbm:6/6/95 C-5 I I I this route, with immediate prioritie$ including: I A grade separated crossing of the Gippsland railway line; Duplication of Narre Warren North from the Princes Highway to Maramba Drive; · I Duplication of Narre Warren-Cranbourne Road from the Princes Highway to Pound Road; Construction of Narre Warren-Cranbourne Road from I Thompsons Road to Camms Road; Traffic signals at th~ Narre Warren North Road/Maramba Drive intersection; I Traffic signals at the Narre Warren-Cranbourne Road/Fullard Road intersection; Roundabout at the Narre Warren-Cranbourne Road/Pound Road I intersection; Roundabout at the Narre Warren-Cranbourne Road/Pound Road intersection; · I Roundabout at the Narre Warren-Cranbourne Road/Thompsons Road intersection; Traffic signals at the Narre Warren-Cranbourne/Berwick Cranbourne Road intersection. I The benefits of these works include: I Developing a linkage between the South Eastern Growth Area and the North Eastern suburbs; Key transport spine in the South Eastern Growth Area and the I City of Casey supporting major residential growth cells. Key public transport route; Support the development of two regional activity centres at I Fountain Gate/Narre Warren and Cranbourne; Increase access to City Complex and proposed TAFE College at Cranbourne. I.
D Duplication of Clyde Road, Berwick, from the Gippsland railway line to the Princes Freeway including a signalised intersection to provide I access to Monash University and the TAFE college. The benefits of this project include: I Improved access to a regionally significant Education precinct comprising the Berwick Campus of Monash University and Casey College of TAFE. I High standard of urban design (eg. Avenue planting) to create an attractive gateway to the Education precinct. I D Westernport Highway improvements including the completion of the duplication between Cranbourne-Frankston Road and th~ South Gippsland Freeway including a grade separated crossing of the I.
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South Gippsland railway line (already partially funded), and I intersection improvements at Robinsons Road and North Road. The benefits of these works include: I Improved linkages between the Port of Hastings and Melbourne; Support the development of residential areas around -I Cral")bourne. · o Duplication of Pound Road Bridge over the South Gippsland I Freeway, the benefits of which include: Relieve congestion created by existing two lane bridge; Improve access to the freeway for the Dandenong South industrial area to the west and residential development to the I south east.
o .Improvements to Belgrave-Hallam Road, Hallam South Road and I Hallam Road. Improvements resulting from this project should include: ·
I · Duplication of Belgrave-Hallam Road from Frawley Road to the Princes Highway; . Duplication of Hallam South Road from the Princes Highway to I Centre Road; - · New roundabout at the Hallam Road/Pound Road intersection; Roundabout at the Hallam Road/Fordham Road intersection; I · Traffic lights at the Hallam Road/South Gippsland Highway intersection. I The benefits of these works include: Reduced congestion on a north-south arterial link; I Improved access to the Hallam Industrial area; Improved access to the Community Activity Centre at Hampton I Park. o Duplication of Cranbourne-Frankston Road from Grant Street to Amstel Corner in order to achieve: ·
I Improved access to regional activity centre at Cranbourne; Improvement to link between Frankston and the South Eastern I Growth area. · Public Transport Projects o Extend electric train service to City Complex at Cranbourne, I including a station, in order to support public transport usage, residential development east of Cranbourne Road a:nd access to the I City. Complex/T AFE. I SINOAIR KNIGHT MERZ 5R046.107.BJF:mbm:6/6/95 C-7 .···. {,j I I
o Improved bus services to serve new residential development, with I particular attention to more frequent services between Cranbourne and Fountain Ga.te/Narre Warren and the introduction of a new service between Endeavour Hills and Fountain Gate/Narre Warren. I Community and Environmental Projects o Trunk Bicycle Paths- construqtion of bicycle paths along principal routes including: I
Bridge over Hallam Valley Drain along Hallam Road; Cranbourne~Frankston Road from the Westernport Highway to I Amstel corner; South Gippsland Highway from Sladen Street to Ballarte Road, and Wentworth Street to Hallam Road; I Hallam Road from Pound Road to the South Gippsland Highway; Along Eumemmerring Creek from Doveton Avenue to Hallam I North Road; Narre Warren Road from Kurrajong Road to Ernst Wanke Road; Narre Warren-Cranbourne Road from Saxonwood Drive to Fleetwood Drive; I Centre Road to Golf Links Road including a bridge over the Hallam Valley Drain to provide access to the relocated Hallam Valley Primary School. I.
o Monash University (Berwick Campus) is building a lecture theatre which can be converted/upgraded into· a performing arts centre. An I additional $500 000 in funding is required for such an upgrade. Council is contributing half of this extra funding while the rest is intended to come from grants and other sources. I
o · Foreshore reserve works along Westernport Bay including carparking I works and erosion control. Increasing tourism and recreational .. demands are placing greater pressure on the environment.
D Eumemmerring Creek environmental enhancement - undertake works I in accordance with Eumemmerring Creek Concept Plan to regenerate creek environs, buffer effects of the proposed Princes Freeway crossing and provide a quality passive recreation area I between the South Gippsland Freeway and Hallam North Road.
D The extension of the Hallam Valley Trunk Sewer to the Golf Links I . Road pumping station to provide capacity for residential growth in the South Eastern Growth 'Area, and decommission the existing temporary system including several pumping stations. The potential · to develop regional open space along the Hallam Valley Main Drain is constrained until the major works associated with the trunk sewer is completed. · · · ·
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Similar strategic objectives are followed by Casey City Council in the I ·. Cranbourne Strategy Plan. In addition, the Cranbourne Town Centre Development Plan (currently on exhibition) encourages the development of a regional Town Centre designated to accommodate major" urban I expansion in the South Eastern Growth Corridor, providing a full range of · higher order goods and services . .I City of Knox Knox City's stra.tegic policy objectives have undergone notable change in recent years from a specifically local economic perspective to a more I regionally focussed outlook. Recently, Council has been if!volved in work -·. with the Outer Eastern Municipal Association (OEMA) on strategies for regional economic development in Melbourne's outer eastern su~urbs.
I Examples of projects seen as integral to regional economic development in the outer east .include the following: · o The proposed Scoresby Freeway is crucial for facilitating better inter I regional transport links (ie. north-south links).
o There currently exists around 120 hectares of land available for I ·light/general industry in Knox .. However, there is a need to ensure . that an adequate transport network is in place to facilitate such I industry. o The Melbourne ring road development is also seen as important for greater inter-regional linkages. Transport is therefore a key issue in I Knox . .. Cardinia Shire I In recent years Cardinia Shire has had substantial involvement in a study managed by the Department of Planning and Development concerning · infrastructure requirements in the South East Region (ie. the former· I municipalities of Berwick, Cranbourne and Pakenham). The study looked at such issues as hydraulic services, transport; human services etc. and · identified both municipal projects and regional projects (housing, ·a community services, health etc). · Exam pies of projects seen· as integral to regional economic development I include: o Puffing Billy -join the Belgrave line with the Gembrook line to give this I popular tourist attraction a stronger southern focus. o The Koo Wee Rup Swamp project.
I o Regional policies concerning chicken farming. I I SINO.AIR KNIGHT MERZ 5R046.t07.BJF:mbm:6/6/95 C-9 j I I I
City of Greater Dandenong I The newly formed City of Greater Dandenong anticipates a· key role in fostering economic growth and employment creation in the South East Region. I In particular, there is considerable scope for further industrial growth as well as a particular need and opportunity to target the new, high value- I added forms of industry which tend to be leading the e~onomic recovery. . However, a risk of overloaded infrastructure, especially traffic congestion· on roads, is already a major problem in the north-south network and · 1.. becoming a problem in the. east-west network. Key Strategies/Policies I o Economic General - Promoting economic development, with afocus on industry and tourism (former City of Springvale); I - retailing, commerce and industry (Dandenong); ., - industry (part Of Cranbourne); - raising job supply to at least the resident workforce (Springvale); and - linkage with environmental and transport policies. I Specific - Land use policies on retail, commercial/office, industrial and tourism I development; - Attempting to maintain ample zoning opportunities; - Facilitating/supporting development; 1·- - Promotion of opportunities; . - Develop information- including business directories; - Support'for regional economic development; and - Support for business development networks. I: o Transport - Policies/submissions supporting defined priorities in arterial network I development; - Submissions on bus. transport services; " Bike plans; · I - Support for rail upgrades; - Support/advocacy for port development (eg. at Hastings); - Support/ advocacy/part-funding for south east airport feasibility studies; and I - Focus on tr.ansport policies which support economic development. o Environment I. Environment conservation strategies linked to economic development, . streetscapes and leisure policies,_ with a focus on: 1..
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- preservation of remnant habitat/vegetation; I - restoration of indigenous habitats/vegetation; - encouraging/protecting indigenous fauna; - recycling and waste reduction; and I - reducing environmental conflicts. o Leisure I - Major leisure facilities, parks, etc. activity promoted to visitors, potential new businesses, etc. - Policies·otherwise focus on accessibility, usage, etc. o Community Services/Facilities · I - Policies heavily influenced by needs, based on demographic issues, such as migrant numbers; and . - Support for multi-cultural development is building a more diverse I visitor base for tourism/entertainment. facilities.
· Momington Peninsula Shire Council I A key policy objective of the Mornington Peninsula Council is to facilitate and encourage local economic and employment opportunities through investment and commerce that builds upon the Peninsula's strategic and I natural advantages. Council aims to pursue this objective by implementing strategies to:
I o Nurture a positive, supportive and productive relationship with the private sector and local business community.
I o Plan for, develop and maintain the necessary infrastructure to support local enterprise. I o Facilitate investment, economic and employment opportuQities. I. o Maintain a diverse and prosperous ruraJ economy. o Maximise Council's own efficiency to reduce municipal imposts on business and the community ..
I o Provide support to the tourism industry to market the Peninsula as an all-season tourist destination.ln the context of these strategic policy objectives, Council seeks to implement the following projects for aGtion: I Infrastructure Provision Arterial Road Network o Support the priorities and maintain the aggregate financial I contribution of previous Peninsula Councils to the Mornington . Peninsula Arterial Roads Strategy; and I I SINOAIR KNIGHT MERZ 5R046.107.BJF:mbm:6/6/95 C-11 I I I o Further develop the network of non-motorised transport routes that .I link population and commercial cent_res, public facilities and recreational venues.
Transport Systems I o Review the effectiveness and inter-modal connections of the public transport services; I o Encourage patronage. of commuter rail services as a means of supporting service expansion, including the possible future introduction of Hght rail; I o Explore the .possibility of expanded regular and chartered ferry services· for Port Phillip and Western Port; I o . Examine the feasibility of private investment in a fast Bass Strait ferry service; I o Investigate the potential to attract regional air services to the Mornington Peninsula; and o Explore the possibility of providing a rail link to the Port of Hastings.
Telecommunications o Advocate the need to extend the fibre-optic network onto the Mornington· Peninsula; o Lobby for the inclusion of the Mornington Peninsula in the 03 telephone district; and I o Lobby for the inclusion of Mornington Peninsula businesses in the Melbourne Yellow Pages and other metropolitan business telephone directories. I.
Port of Hastings o Support private investment and/or corporatisation of the Port of I Hastings as an Integrated Local Area Planning initiative; ·o Participate in the review of. the Port Contingency Plan for Western Port I with the view of establishing an on-site response capability that permits Western Port's commercial use with minimal risk to the I environment; and . o Encourage the establishment in designated zones of port-related industries; I, I
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Regional Development I o Continue to sponsor, support and provide representation to the Western Port Development Council (WPDC); and
I o Promote interest in and support for regional initiatives such as the South Eastern Airport proposal.
I Economic Strategy o Prepare, in. conjunction with business interests and the local community, a Mornington Peninsula Economic Strategy that embraces I the earlier work of the Mornington Peninsula Business Council (MPBC), and is complementary to the wider regional strategies of the · WPDC.
I Access to Education . . . o Encourage the expansion of tertiary education opportunities readily accessible to the Peninsula; and I o Investigate the potential for a residential tertiary institution that specialises in disciplines allied to the Peninsula's natural strategic a1_1d economic advantages such as marine sciences, viticulture, I agriculture, hospitality and tourism, food production and technologies.
Skilled Labour Market I o Participate in labour market programs that assist the local community in pursuing employment opportunities and local employers accessing I local people with skills relevant to the Peninsula economy; and o Wo_rk with local academic institutions to develop programs that enable local skills deficiencies to be rectified from within the local labour I market.
Relationship with the· Private Sector I Representative Organisations are; ,· o nominate a contact point for Council communication with Chambers I of Commerce, etc; and o Council periodically convenes a joint meeting of representative I . organisations for consultation purposes. Summit I o Hold an investment and employment summit to discuss issues and provide input to the development o~ an economic strategy for the Mornington Peninsula.
I Mornington Peninsula Business Council . . o· Seek representation and develop a closer working relationship with I the MPBC. I SINOAIR KNIGHT MERZ 5R046.t07.BJF:mbm:6/6/95 C-13 I ' I I
Contracting for Services o . Provide ratepayers and other customers with high quality services on ·a a cost-effective basis, whether internally of externally provided;
o While not disadvantaging the community in terms of cost, levels of I service and quality, seek to maintain local competition by contracting for the provision of services with the smallest practical and local enterprises; and I
o Package works and services tenders to facilitate the involvement of small businesses and a number of supplier/services providers with I the local area, so as to provide choice and competition between these businesses within the Mornington Peninsula. I Micro-Economic Reform o Continue to review and redefine the business of Council so as to ensure the resources are directed and limited to activities and municipal responsibilities that pursue the provision and objectives of I Council.
Monash City Council Current infrastructure works facilitated by Monash City Council include the following: I Economic - David Jones department store, Glen ,Waverley District .Centre (scheduled to open 1996). I - Philips Headquarters, corner Wellington and Springvale Roads, Mulgrave (scheduled to open 1995). · - Major category discount store, corner Warrigal and Waverley Roads, I Chadstone (scheduled to open 1996). Recreation I - Basketball stadium, Batesford Reserve, Chadstone (open 1994). - Netball stadium, Jells Park, Wheelers Hill (open 1994). I Aged Care - Elizabeth Gardens Nursing Home/Hostel and Independent Livin·g Units, I Warrigal Road, Burwood (Nursing Home open 1994). - Monash Gardens Nursing Home/Hostel and Independent Living Units, Wellington Road, Mulgrave (open 1994). I Transport . - Duplication of Wellington Road, AFL Park to Stud Road, Mulgrave. I. · In addition, the following projects relevant to the sustainable economic development of Melbourne's east, are 'being seriously entertained by the City of Monash: I
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o The Scor.esby Freeway is projected within a ten year roads program I and thus, Route 7 will no longer be required for its original purpose of an arterial paralleling Springvale Road. The City of Monash is participating in a working party with VicRoads producing a scheme I for alternative uses of the land of Route 7, for example,· in part for residential development, in part for public open space linkages and so on. One section of the Route 7 scheme envisages consolidation I with Council's England Road land for sustainable residential development.
I o The Glen Waverley District Centre has reached a significant threshold in the coming together of Stage 11 A of the Glen, now under construction and programmed to open on March 1996. This stage of I the development includes the David Jones department store. The regional order retailing function of the Centre is thereby assured and a population of some 150 000 people will focus upon the Centre for I retailing. o Council is participating with the Australian Property Group and private I enterprise to accommodate the Department of Social Security and the Department of Employment, Education and Training in a two storey building of some 2 000 square metres of floor area within the Centre.
I o Average annual investment at Glen Waverley in the period since work commenced in October 1989 up to the opening of Stage 11 A of The Glen in 1996 exceeds $40m and Council·is working to maintain the I momentum. Already, planned development in the district centre will offer opportunities for private investment in excess of $580m.
I o The level of activity of the public transport interchange at Glen Waverley was an important factor in the selection of Glen Waverley for a district centre. Some 5 000 people board the train each morning and return each evening at Glen Waverley. Eleven bus routed interconnect with the train and provide a radial network throughout the population as mentioned.
o Council has worked jointly with the Public Transport Corporation and I. the Department of Finance to prepare the Hub Precinct containing the Glen. Waverley Railway Station, interim, bus station central carpark and railway leases for development including redevelopment of the stations and completion of the Distributor (central link) of the District I Centre. Injection of public capital into the transport interchange would open the way for significant private investment and boost Council's preparations for securing that investment as soon as I · business is ready to commit. o During the past five years, Council in conjunction with private I enterprise and Government, has transformed the ,District Centre with a I SINClAIR KNIGHT MERZ 5R046.t07.BJF:mbm:6/6/95 C-15 "''<' I
totally remodelled traffic arrangement, renewed and widened footways, off-street carparking and interim bus station, lighting and street furniture. Combined expenditure for infrastructure exceeds $10m, effective expenditure yielding high community benefit. o Council are firmly of the view that investment in the Glen Waverley District Centre will be economically sound and will contribute significantly to the Government's multi-nodal strategy in keeping with OECD thinking.
Maroondah City Council
Major items of infrastructure required to facility on-going development in the City of Maroondah includes: I o Numerous road strategies, identifying the need for completion of the Ringwood Bypass and Eastern Freeway link between Springvale I Road and the Ringwood Bypass to facilitate traffic movements within the ultimate provision of the Scoresby Freeway. I o Need for the construction of local District Centre access road (ie. the widening of Bona Street and New Street) to cope with the increased traffic generated from the Scoresby Corridor. I o The Ringwood District Centre Structure Plan. I o Outer Eastern Municipalities Association (OEMA) Regional Arterial . Roads Strategy which identified the importance of the Ringwood Bypass, Eastern Freeway extension and Scoresby Freeway as critical· J to the on-going development of the outer e1;1st. o Modal interchange at Ringwood Station. I. o Provision of a third railway line to. Ringwood.
Whitehorse City CounCil I Whitehorse City Council views the following projects/opportunities to I important in creating a sustainable economy in the South Eastern Region:
Education (T AFE) o Recurrent funding is required for student growth in the region (very low provision in the outer part of the region) in addition to existing funding for capital works.
SINOAIR KNIGHT MERZ SR046.t07;BJF:mbm:6/6/95 C~ 191 I I I I Roads o The.re currently exists a number of old rural roads in the region that are now being used as major urban. arterials. These roads urgently I require substantial upgrading to ;:trterial status. Examples include . Stud Road and Dorset Road. In addition, a number of key rural links I require major upgrading works (eg. Healesville-Koo Wee Rup Road). o The proposed Scoresby Freeway, currently in its planning stage, will provide a much needed north-south link that will run from the Eastern I Freeway in north of the eastern suburbs, down to Dandenong in the South Eastern Corridor. ·
I Public Transport
o Track upgrades in the Ringwood area would greatly increase the I capacity of the Belgrave railway line. I Airport Access . o Poor access to Melbourne's international airport means that much time must be spent travelling between the South Eastern Region and Tullamarine. The South Eastern Region could cater for a second I major airport, perhaps in the Western· PorVPort of Hastings. · ·a Arts Centre I. o There is no major arts/cultural/theatre venue in the region. I I I I I I I SINO.AIR KNIGHT MERZ sRo46.107.BJF:mbm:6/6/95 C-17 :.j 0 j·, '. I I ·' I Appendix D-Strategic Objectives of Service Providers
The following information illustrates how most instrumentalities pursue I policies and strategies which arE3 not region-specific, but which may have regional dimensions to the extent that, being demand driven,· they are I most active in supplyirJg infrastructure to growth areas. Gas and Fuel Corporation
I· o The Gas and Fuel Corporation does not have any specific policy objectives and strategie~ regarding infrastructure provision.
I · o The Gas and Fuel Corporation provides infrastructure as necessary ie. if asked to by Government or based on developer demand. For example, in the South East. Region around Cranbourne and Berwick, I as hew sub-division developments spring· up, the Corporation extends the gas main in that area.
I o The Corporation does not put infrastructure in place ahead of demand.
I.. Australia Post o Australia Post ooes not have aily specific infrastructure policies or I requirements apart from the national standards for mail delivery under which it operates.. ·
o Currently, in the South East Region, Australia Post is introducing I specific changes to delivery services as part of its wider corporate strategy. For instance, the Post Office in Frankston will become a retail/counter-only operation and the sorting/delivery section will be I relocated to a separate building. This will also happen at: Cranbourne, Belgrave, Ferntree Gully and Wantirna/Boronia. The latter three areas will be amalgamated in one area delivery centre at I Ferntree Gully. New or existing buildings will be sought for the new. delivery centres.· ·
I Public Transport Corporation, Freight Services· Division
o There are no real policies. in place in regards to infrastructure and I this has not been seenas a problem to date. , ·
o Senior management opinion is that a great aeal of time is spent on I infrastructure items such as gas and water and roads, but little effort . is put into infrastructure planning for freight transport. Freight transport tends to 'piggy back' offotlier infrastructure ie. if there is a I road if will be used for freight transport, if not, another form of infrastructure such as rail will be used. I I SINOAIR KNIGHT MERZ 5r046.108.SJF:mbm:6/6/95 0-1 I I ... I Dandenong Valley SEC/United Energy I o United Energy does not. have any specific policy objectives regarding infrastructure provision. · I o United Energy provides necessary infrastructure based on demand.
South East Water I
0 South East Water maintains a 10 year capital investment strategy for the provision of water supply and sewerage services in the South 1.· East.
0 The growth component of this strategy is developer driven and South I East Water aim to match supply capacity with projected demand.· Telecom - I
0 Telecom has no infrastructure policy specific to the South East Region. · I
0 Telecom's general policy contains the following relevant provisions:
Cable reticulation of residential developments will be provided I at no cost to the developer where the development has been approved by the local planf)ing authority, it is located adjacent to the existing network and the developer agrees to arrange I access to an appropriate trench at no cost to Telecom.
Where the above considerations do not apply, a cha~ge will be 1. · levied on the developer based on the commercial cost of provision. I. ·Cable reticulation of commercial/industriai developments will be provided at a charge based on the commercial cost of J provision, although developers can reduce the charge by .· arranging access to an appropriate trench. ·
No charge will be levied for reticulation for tho:Jc porta of tho I development which convert. to public roads if the other above- mentioned conditions have been met. · I 0 Growth trends across the metropolitan area, and particularly towards the urban fringe,are constantly monitored to ensure that network infrastructure within the relevant exchange areas is adequate to I support the likely increase in connections.
SINClAIR KNIGHT MERZ 5JQ46.t08.BJF:mbm:6/6/95 0-2 I I· I
I Appendix E- Detailed ~ascription of ~egion
For the purposes of this analysis, the South East has been outlined by I the Department of Planning and Development as the area extending east from Caulfield to Pakenham and south from Ringwood to Flinders, these names referring to the old municipalities. A core area within this larger I area has been identified, extending from Monash University east to · Pakenham and from Ringwood south to Hastings, including the port of Hastings. The core includes some areas of high manufacturing I concentration and central parts: of the eastern and southern growth corridors. For analytical purposes, the core area has been deemed to include all parts of the Statistical Local Areas (SLAs) within the area I boundaries. Those Statistical Local Areas not within the ·core have been designated as a catchment area, these SLAs being largely to the west of I the core area. The SLAs in .the core and catchment areas are as follows: Core Area. Catchment Area Berwick Box Hill· I Cranbourne Camberwell . Dandenong . Caulfield Hastings Chelsea Knox Flinders I Oakleigh Frankston Pakenham Malvern Ringwood Moorabbin I Springvale Mordialloc Nunawading I .waverley These areas are shown on Figure E.1.
I · The Statistical. Local Areas form either the whole or parts of the . restructured municipalities of Mornington Peninsula, Frankston, Casey, Cardinia, Greater Dandenong, Knox, Kingston, Monash, Maroondah, ·I Whitehorse, Booroondarra and StonniAgton.
The region as a whole encompasses over 40% of Melbourne's population I so is bound to reflect many of the characteristics of the larger metropolis. At a more· detailed level, however, differences emerge as is pointed out I in this report. The broad characteristics of the region are largely derived from the 1991 ABS Census of Population and Housing. Since that census, there has .I been continued growth in the eastern areas of Berwick, Pakenham and Cranbourne.
While the core and catchment division proved useful in identifying the I region, the specific characteristics of the component parts of the area required a separate sub-regional structure to be adopted for a more· I detailed analysis, based on the broad socio-economic .structure of parts I SINO.AIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-1· NOTE
• • • Core Area Catchment Area I • • • Berwick Box Hill Cranboume Camberwell Dandenong Caulfield I Hastings Chelsea Knox Flinders Oakleigh Frankston Pakenham Malvern I Ringwood Mooratibin Springvale Mordialloc; Nunawading I I I I I I I· I I I I I I I I I CORE AREA I
PORT PHILLIP BAY I I I I: 1.:
WESTERNPORT BAY I.
I I. • I I • I I . • MELBOURNE METROPOLITAN STRATEGIC INFRASTRUCTURE STUDY FIGURE E1 .. SOUTH EASTERN REGION 1995 ANALYSIS AREAS SI.NCLAIR KNIGHT MERZ I NIEIR CONSORTIUM I I I I I of the larger region. These sub-regions are listed below. The identified sub.:regions are:
I Industrial East Knox, Nunawading, Ringwood and Waverley
I Industrial South Chelsea, Dandenong, Oakleigh, Moorabbin,· Mordialloc, Springvale I Eastern Growth Areas Berwick, Pakenham I Southern Cranbourne, Frankston I Peninsula Flinders, Hastings, Morhington
Residential-Inner East I Box Hill, Camberwell, Caulfield, Malvern I · Figure E.2
I The total population of the region is 1 .3 million persons or 43% ·of Melbourne's residents. The total numper of employed residents was 577 000 or 44% of all employed Melburnians. More details of the I population structure are given .in Table E.4 later in this appendix.
It is important to recognise that the economic analysis of the subregions I was based on the home address of workers in the various industries. Although this presents obvious limitations we believe that they are more · than offset by the reliability and detailed nature of the data used I compared with the absence of work place economic data at the subregional level. I E.2.1 Urban Form Urban form is the outcome of a number of interacting forces:
o · the role of the three spheres of government; o the existing infrastructure, which in turn is shaped by both government policy, the physical environment (eg. the nature of the ·terrain, -river catchments) climate and technology; · o tenure of property eg. the widespread feature of home ownership; o demography and household formation; I o housing markets and submarkets; I SINO.AIR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/95 E-2 ·.. I I I
o housing values; o design issues; I
Within this framework arises the particular urban culture which not only . I reflects the various social, economic and technological forces which have shaped the city and society, but in turn, proceeds to shape the emerging new city. 1 The various characteristics of the urban form of the study are discussed below. In many respects the major features of the region's urban form is not peculiar to the region, but is characteristic of Australian cities in I general, and Melbourne in particular. However, it is still useful to note some of these features, as well as those which are more relevant to the study area. I
Urban Densities The region, as is also the case for metropolitan Melbourne, is I characterised by low density residential development, predominantly detached dwellings and individual lots (the areas of higher residential density are to be found in the older areas which were predominantly I developed in the nineteenth century). Densities tend to fall with distance from the central city area, though the variation across the region is probably ·not great, w"ith the most distinctive decline being in the most peripheral areas (there has been little review of residential-densities). I
Land Use Pattern I The dominant land use pattern is that of the clear separation of major classes of l~nd use. The major land use is that of the residential areas, with the other major land uses being the hierarchy of commercial centres I and a range of industrial centres which are ·located within the broad sweep of the residential areas. The commercial centres approximate to a· Krystaller hie.rarchy, with two regional centres within the study area I (Dandenong and Frankston), together with a number of sub-regional centres. The industrial areas are more randomly dispersed through and on the periphery of the residential areas. They are necessarily limited to I areas of flatter terrain.
Transport Systems The region is also dominated by car-based transport, with a combination I of radial arterials extending outwards from the metropolitan area's Central Activity District, together with a generally grid-like patter~ of supporting arterial roads. I Public transport is provided by a series- of line-haul, heavy rail services also r.unning outwards from the Central Activity District on a radial I pattern. These are supplemented at a local scale by a multitude of radial · bus services focused on specific destinations with high trip generation characteristics:-,the regional commercial centres and major institutions I
SINOAIR KNIGHT MERZ 5R046.to9.BJF:mbm:6/6/95 E-31 [ ~; I I I I such as Monash University. The Urban Edge The urban edge has been long and relatively clearly defined through I planning policies and controls, which have made a major differentiation between urban and non-urban areas. The edge has been shaped into a .I series of broad growth 'corridors', two of which affect the study area; the · Berwick/Pakenham/Cranbourne corridor (with Cranbourrie and Pakenham forming a bifurcation of the simple, linear corridor) and the Frankston \ I· corridor. These corridors have been justified by a number of physical constraints and servicing priorities. The spaces between these growth corridors I have been set aside for major physical features such as the Dandenong Ranges, to the north, or for areas of recreation, mineral extraction, flood liability and intensive agriculture, in the area between the Cranbourne I and Frankston growth areas. Future Developments to Urban Form While urban form necessarily changes only slowly over time, two types of I current urban change may either reinforce or modify the existing urban form: peripheral growth and internal change.
I Peripheral growth is mainly taking place at the outer edges of the defined growth corridors. The main areas of growth have been defined around Cranbourne township and east of Berwick. Internal growth is being I encouraged, through metropolitan policy, in the form of higher residential densities. The basic patterns of land use are not proposed to alter. The most recent discussions of urban form and accessibility are now focused I on the benefits of, and means of bringing about, broader changes to the existing, homogeneous land use patterns. Such changes would introduce a more mixed land use pattern, and possibly higher residential I densities, than are currently being achieved under present urban cons9lidation policy or practice.
I Urban Image The following comments are based on a range of anecdotal sources. Melbournians appear to have an ambivalent attitude towards the I character of their urban .areas: in part, they will take vigorous action to . defend their local residential area's status quo, particularly its visual characteristics, and ·there is much literature extolling the social virtues of I suburban areas. On the other hand, there has been widespread condemnation (particularly from professional groups) of the lack of visual, housing and social variety which is characteristic of the suburbia. The latter view is reinforced by ·the argument that a 'strong sense of place (is I needed) to support our sense of personal identity' (Lynch 1976:23-24). For many, the lack of visual or social differentiation, particularly at a small I scale, reflects an inadequate sense of place. I· SINClAIR KNIGHT •MERZ 5R046.109.BJF:mbm:6/6/95 E-·4 ..~I I NOTE The boundanes of these sub regions correspond I to boundaries of groups of municipalities as they existed before the changes in municipal boundaries introduced in 1994. I 1. I I / /
-, ( ··- _--.::, I I I
Eastern Growth I I I. I I I I
MEI.BOURNE METROPOLITAN STRATEGIC INFRASTRUCTURE STUDY FIGURE E2 SOUTH EASTERN REGION 1911!1 SUB REGIONS USED IN ANALYSIS I. SINCLAIR KNIGHT MERZ I NIEIR CONSORTIUM I I I I
E.2.2 Employment and Industry I The analysis of the region's economy is based on employment structure, since this is the most comprehensive. data available. There are difficulties in gaining a comprehensive data set of manufacturing output I ( eg. due to the need for ABS to keep some small area statistics confidential). The data used for describing the general industry structure of the region has been largely based upon the ABS 1991 survey of I population and housing. This is supplemented by information drawn from the 1992 manufacturing census and the 1994 ABS Business Register.
I The South East Region had a similar number of employed residents, given its population size, to Melbourne as a whole in 1991. There were 441 employed residents per 1 000 population in the region and 438 I employed residents per 1000 population in Melbourne as a whole (435/1000 in the rest of Melbourne, excluding the south east region).· I · Employment structure is different from the rest of Melbourne. The region has a higher concentration of resident employment in manufacturing, commerce (retail and wholesale) and construction than the rest of I Melbourne but a lower concentration in service sector employment, particularly transport and storage, public administration and defence, community and recreation and other services. These differences are I illustrated on Graph E.1. The manufacturing sector is a relatively large employer in the region, providing an average of 79.3 jobs· per 1 000 residents in 1991 (18% of I employment). This was slightly higher than for the rest of Melbourne (at 76.5 per 1 000). The retail and wholesale sector is an even larger employer with 95.9 jobs per 1 000 residents (22% of employment) in the I region in 1991. This was markedly above the ratio for the rest of Melbourne of 81.0, reflecting the higher incomes of residents in the I residential inner east and industrial east sub-regions. In 1991, the Industrial East had the highest rate of residential employment, relative to population size with 473 employed residents per I 1 000 population. This was well above the 435 for the rest of Melbourne. The inner residential sub-region was the second highest with 450 employed residents per 1 000 population. Partly reflecting its high I retirement population, the Peninsula had a low 376 employed residents per 1 000 population. · I I I I SINClAIR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/95 E-5 · I I I
Graph E.1 - Employment Per 1000 Residents: Melbourne and South East I
100.00 I 90.00 I 80.00
70.00 I 60.00 I 50.00 illJS E REGION·
Ill REST OF 40.00 I MELBOURNE I 30.00 I 20.00 10.00 I 0.00 C) Cl Qj c ...... Qj .s c c 0 Cl c 2: 2:
The relatively low level of employment in the transport and communications sector is somewhat surprising, given the strong I manufacturing sector, high retail employment and relatively high employment in construction (compared to that elsewhere in Melbourne- I see Graph E.1 ). The industrial growth oriented sub-regions had only 15.3 jobs per 1 000 residents (3%) in this sector compared to Melbourne's 21.7. 1 The sub-regional employment structure is shown in Graph E.2. (Refer Figure E.2 for sub-regional boundaries). I I I.
SINO.AIR KNIGHT MERZ 5R046.to9.BJF:mbm:6/6/95 E-61 I I· Graph E.2 - Employment Per 1000 Residents by Industry South East I I
I·.• B Industrial East I Ill Industrial South 0 Eastern Growth
I EJSouthern
1111 Peninsula
I I:J Residential Inner East I I 0.00 0 C) C) "C QJ Cll Cll c Cll en· 2:: ·;u C) QJ Qj c c c QJ c Cll .Q (Q Qj QJ 0 lii ·c: "§ CJ) ~ .Q c iii 0.. 2::' Cll 0:: 0 iii ·c;; -~ ~ 0 (Q c QJ QJ I iii U5 0 ::I ~ 0 ui QJ .Q Cll CJ) ~ ~ lii ·c: CD QJ ·c: c c ::I 0 QJ ::I QJ .Q"" 2:: 0 z-iii (ij"" "C .!d .E .... z- QJ u. c 2 Cll E QJ CJ) (Q ·u ~ Cll "" c 2:: "C ·c: iii c QJ .!d :2 ·;:: iii E (Q QJ <( 0 ::I 0, 0 c ~ ~ 0 QJ CJ) E i3 QJ 0 1- () 0 .!d QJ I <( () c :c "" E 0:: w (Q 0 c ::I () u: 0.. I
I ln. 1991, the Industrial East had the highest rate of resident employment relative to population size with 473 employed residents per 1 000 population. · This was well above the 435 for the rest of Melbourne. The I inner residential sub-region was second highest with 450 employed residents per 1 000 population. Partly reflecting its high retirement population, the Peninsula had a low 376 employed residents per 1 000 I population. I I. SINa.AJR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/95 E-7 ,: !l'· I I I
Further examination of the Peninsula showed the Flinders SLA had an employment ratio of only 309 per 1 000 residents. As this area has a I high number of retirees, the ratio of jobs per 1 000 residents in the 15-64 year age group (roughly equal to employable age) was examined. Using I this ratio, Flinders had ari employment ratio of 547 per 1 000 compared with an average of 658. per 1 000 for the region. This low figure also reflects an absolute scarcity of the jobs in the Flinders SLA. The same I.· ratio in the other SLAs of this sub-region was close to the regional average. Reflecting the low availability of jobs, there was a low · · workforce participation rate in the SLA of only 46% compared with the regional average of 63.2%.
Using the ratio of jobs per 1 000 residents in the 15- 64 year age group, 1. the Industrial South also had a low employment ratio of 618 per 1 000. The most affected areas in this sub-region were Oakleigh 569 per 1 000 and Dandenong 584 per 1 000. Graph E.3 illustrates the different I employment ratios by SLA in the industrial south sub-region.
In the Industrial South SLAs the labour force participation rates differ markedly .. Oak.leigh has a low ratio of 58.7% but Dandenong has a close to average participation ·rate of 62.4% and Springvale a high 65.6%. 1 The ·areas of Flinders, Oakleigh and Dandenong have the lowest levels of employment for local residents. By contrast, the ·Industrial East enjoys I high lev~ Is of employment. This is due to a combination of higher tertiary skills and an industrial base concentrated on industries with better growth prospects than the Industrial South. I Clearly there would seem to be some issues of social equity and employment access affecting these areas which would require further 1·. analysis. I I I· I I. I· SINClAIR KNiGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-81. I· I I I
Graph E.3.- Employment Per 1000 Residents Aged 15-64 Industrial South I Sub-Region
I · Employment per 1000 residents aged 15-l41ndustrtal South Sub-regiOn
I 880.0 81!10.0 840.0 I 820.0 800.0 ... 680.0 .. I 5CIO.O , , • 540.0 I 5.20.0 500.0 I I The proportion of residents employed in, retail and wholesale trades is higher than for the rest of Melbourne for all sub-regions except the I Peninsula with the Industrial East (107 jobs/1 000 residents) and the Eastern Growth sub-region (102/1 000) having particularly high . concentrations. In the Industrial East, Knox, with 11.2% of regional I employment in this sector and Waverley (10.6%} were particularly noteworthy. The Eastlands, Waverley Gardens and The Glen shopping I centres are within these SLAs. · This review has focused upon the employment structure of the region, based on data on the location of employed residents. Using the I Business Register data a total of 511 846 jobs were provided by employers based in the region. This figure is well below the total of 576 966 employed residents registered in the 1991 census. Given that I employment levels had begun to improve from the end of the recession, it appears that a significant number of residents in the region are
/ employed outside the region. This is not surprising, given the high I concentration of managerial and professional staff in the residential inner east sub-region. I I I . · SINO.AJR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-9 .I I I The broad structure of employment, as drawn from the Business Register I data, is shown in Table E.1.
·Table E.l - Industry Structure By Sub-Region %of Sub-Regional Employment I
South lnduslrlal lndustrtcil Eastern ResldenHal East Industrial sector Sou them Peninsula East South Growth Inner East Region I (Qverall) Agrtculture 0.3 0.7 5.9 4.3 8.6 0.4 1.5 Mlnhg 0.0 0.1 0.5 0.3 . 0.0 0.0 0.1 I Mcnufocturlng 23A 32.1 18.6 17.3 14A 7.2 72.7 Elect Gas & 0.0 1.1 0.0 6.0 OA 0.3 1.0 water I Conslruc1lon 7.8 . 6.0 11.2 7.8 8.2 7.1 7.2 Commerce 33.2 26.0 27.7 26.6 24.2 28.7 28.5 .I Transport 2.3 3.2 4.5 4.2 3.0 23 3.0 Communlcalfons 1.2 1.8 1.3 1.4 29 1.9 1.6 An. Prop & Bus 10.3 7.0 7.8 7.2 . 6.6 15.1 9.3 I Serv Public 2.0 1.9 25 1.8 4.2 4.6 2.5 · Admlnlslrat1on CommunHy 13.8 15.9 13.9 17.1 16.5 24.3 16.7 Se!Vfces Recreol1on and 5.6 . 4.1 6.0 6.2 10.9 . 8.0 5.8 Other I' Total 100.0 "100.0 100.0 100.0 100.0 100.0 100.0 I. Commerce which provides 28.5% of all jobs (Retail and Wholesale) is the I largest employer in the region, followed by manufacturing (22.7%) and :• community services (16.7%). In 1991 employment in these categories in · the rest of Melbourne was commerce ( 18.6% ), manufacturing ( 17.6%) and community services 18.0%. The construction sector in the region I. provided 7.2% of all jobs compared to 5.0% for the rest of Melbourne. The sub-regional distributinns Are quite. different with commerce I dominating all but the industrial south where manufacturing (32.1%) is the largest employer and clearly dominates the industrial south subregion. In the residential inner east, community services provided 24.3% of all jobs, I compared to 16.7% % for the region. The finance property and business · services sector was similarly over-represented· in this sub-region providing 15.1% of all jobs compared to a region average of 9.3%. As I expected, few manufacturing jobs (7.2%) were located in the residential .: inner east. ··
SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-10 I. f. I .I I
Agriculture remains a significant employer in the eastern growth (5.9%), I peninsula (8.6%) and southern (4.3%) subregions. This sector accounted for only 1.5% of employment in the full region. I Manufacturing· employment is highest in the industrial south (99 employed residents per 1 000 population) and in the eastern growth sub region. The highest concentration of manufacturing employees were I found in the SLAs of Knox (10.2% of all the region's employment in this sector), Springvale (10.4%) and Waverley (8.7%). I Across the three sub-regions (industrial east, industrial south, and eastern growth), wholesale and retail trade accounted for 22% of all resident employment in 1991 and ni9;nufacturing .20%.
I The community services sector is. also a major employer of regional residents, although only the industrial east ~nd residential inner east had a higher employment ratio in the sector than the rest of Melbourne in I 1991.
With the e,xception of employment in wholesale and ·retail trade I (commerce) and finance and business services, tertiary sector employment provided .fewer opportunities for the region's residents than for elsewhere in. Melbourne. These opportunities werE! particularly low in I the newer growth areas of the east and in the southern sub-regions and the Peninsula.
I The more established areas of the residential inner east and the industrial east by contrast had a high concentration of residents employed in these sectors. Camberwell with only 6.4% of all employed residents in the I region accounted for 9. 7% of all residents employed in the finance property and business services and 9.8% of all those employed in community services. Similar over representations were observed in the. I other SLAs of this sub-region. This review has focussed upon the employment structure of the region, I based on data on the location of employed residents. It is likely that a similar analysis of jobs by location would see a reduction of the distinct differences in structure between the region and the rest of Melbourne indicating the importance of non-region based employment for many I residents: particularly in the inner east and industrial east sub regions.
Subsequent sections of this report point out that the analysis of the social I structure of the region show a quite strong correlation between the employmenf by industry, occupation structure and educational attainment. For example, in the area dominated by manufacturing and I comme~ce employment, there is a lower proportion of managers and administrators and higher concentration of persons with skilled trade I qualifications. ·.. I SINOAIR KNIGHT· MERZ 5R046.109.BJF:mbm:6/6/95 E.:.11 I I I The Manufacturing Sector I ·A more.detailed analysis of the manufacturing sector is important because this sector tends to place significant demands on local and regional infrastructure. The data in this section is drawn from the ASS I Census of Manufacturing Establishments 1992 and records employment by plac~ of work. · Table E.2 shows that the South East region accounts for one-third of all 1. manufacturing employment in Melbourne but 43% of Melbourne's population. Most manufacturing sectors are well represented but this I sector is relatively under-represented in the region when compared with , all of Melbourne. The region has relatively high concentrations of Melbourne's manufacturing employment, in miscellaneous manufacturing · I (51.4% of Melbourne manufacturing employment being in the region), . non-metallic minerals (51.3%), basic metals (47.2%) and food, beverages and tobacco ( 45. 1% ). · Sectors which are relatively poorly represented in I the region are wood products (12.9% of Melbourne's manufacturing employment in the sector being in the region) and clothing (20.8%).
·TableE.2- Manufacturing Employment Structure by Share of Region I. and Melboume by Sector (Source: ABS Manufacturing Census and NIEIR Projections) Projected · Sector Share of Share of Average I SouthEast Melbourne by Annual Growth Manufacturing Sector(%) (%) In South East 1994-1999 (%) I Food. etc 13.7 45.1 0.4 · Other machinery, etc 13.6 38.9 4.6 I Transport Equipment 13.2 36.7 1.3 Paper & Products 12.7 29.0 4.6 M5cellaneous 12.0 51 A -0.6 I. Fabricated Metals 7A 29.9 4.0 Chemicals 6.2 37A 4.5 Wood Products 5.6 12.9 1.5 I Oo1hlng 4.6 al.8 -7.2 Non Metalic Mineo 4.1 51.3 21 I Textiles 3.8 39.3 1.3 Basic Metals 3.7 47.2 . 2.9 All Mooufocturing (Weighted 100 33.5 2.1 I. Avero;Je)
Looked at in terms of the absolute number of' manufacturing jobs in the region, the main manufacturing sectors are food, beverages and tobacco processing (13.7 % of regional manufacturing employment), other I
SINClAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-121. ,. I I I
machinery and equipment (13.6 %), transport equipment (13.2 %), I paper and paper products (12.7%) and miscellaneous manufacturing (12.0 %). These sectors account for 65.6% of regional manufacturing I employment. . Table E.2 also includes preliminary projections of employment growth by manufacturing sector, based on NIEIR'S State working party forecasts · I (Oct 1994). Overall manufacturing employment is projected to grow at about 2% per annum, with the highest projected growth rates .being for other machinery and equipment, paper and paper products, chemicals I and fabricated metals. The region's wide spread of manufacturing means it is well placed to share in much of this growth.
I The regional concentration of the manufacturing industry employment is marked. The Industrial South (51.6 %) and the Industrial East (25.1 %) account for more than three quarters of all manufacturing employment in I the region. The Industrial South provided 69.1% of all employment in · the transport equipment industry in 1991. This was dominated by Oakleigh (29.1 %), where Nissan was then still in operation, and I Moorabbin (23.6 %). The loss of approximately 3 000 jobs at Nissan would have reduced the importance of this sector of manufacturing in Oakleigh and the surrounding areas. The Nissan employment represented some 3.2% of total manufacturing employment in the region I and 6.3% of employment in the industrial south sub region.
This area also accounted for 60.1 % of chemical industry employment, I largely in Moorabbin (18.6.%) and Dandenong (17.9 %) and 60% of employment in the textiles industry largely in Oakleigh (17.2 %) I Moorabbin (16.8 %) and Dandenong (16.4 %). The Industrial East had a high level of employment in the paper, chemicals and other machinery and equipment industries all· of which are I forecast to enjoy strong growth in the next five years. The Waverley SLA was a significant source of employment in the paper sector ( 12.4 %) and chemicals ( 17.2 %) and particularly other machinery and equipment I (23.7%).
The weighted· average growth of the Industrial East over the 5 years to I· 1999 is estimated at 2% compared with 1.9% for the Industrial South. This reflects the better growth prospects of the manufacturing sectors in · the Industrial East. Land availability may constrain growth in the I Industrial East, but this is unlikely to be a m·ajor constraint in the higher value adding industries. I Labour Force . 1991 was a difficult year for Victoria. It was leading the rest of Australia into the recession and a number of leading financial institutions were · I facing liquidation or res~ructuring. The manufacturing sector was also I SINClAIR KNIGHT MERZ 5R046.to9.BJF:mbm:6/6/95 E-13 I I I hard hit in th~ subsequent recession. I As the South East Region has a relatively high proportion of Melbourne's manufacturing industry, it was strongly affected by the recession. The· closure of the Nissan car plant occurred in 1992, too late to affect census 1 data. However, it provided a highly visible impact of the combined· effect of industry restructuring and the 1991 recession. I The labour force characteristics of the region show some resilience in the employment conditions. Table E.3 details the major labour force I characteristics. · Table E.3- Participation and Unemployment Rates in Selected I Melboume Areas, August 1991 (See Figure E.1 for the area boundaries) South East Region Regal ·Core Cold'ment• AI Melboume
Po~ Rate Mdes 75A 79.2 72.7 75.1 Females 54.3 57.1 52 A 54.7 Persons 64.5 68.1 62.1 64.7
~ymentRate Mdes 11.0 12.8 11.0 12.7 Femdes lOA 12.1 9.2 11.2 . 11.2 Persons 12.5 10.2 12.1 .. The region's labour force participation rate (percentage of all working I age persons either employed or looking for work) was·very similar to that for Melbourne as a whole in 1991, being only 0.2 percentage points below the Melbourne average (due to a slightly lower level of female participation in the region's labour force), The unemployment rate in the 1/ region at (11.2%) was lower than for the Melbourne area which was 12.1% . I There was a notable difference between labour market conditions in the core and those in the catchment areas. The relatively affluent, white collar catchment had a lower level of work force participation, arnongsl both males and females, than for the core and for Melbourne as a whole. I It had a lower unemployment rate for both males and females. A partial I explanation of this phenomena is probably the greater propensity for . persons in the catchment area towards tertiary education and few jobs in the Flinders St.:A. ·
Using the more recent ABS labour force survey data which covers slightly larger areas than the South East Region in the full year to June 1994, the ABS estimated the unemployment level in the area to be .8.4%. I.
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This is a strong fall·from 11.6% in 1992-93 and below the 10.7% I recorded in 1991-92. The region enjoyed a slightly lower level of unemployment than the rest of the State during this period.
I. Recent data released by the Department of Education Employment and Training estimates the local area unemployment rates. Using this data estimates of unemployment in the region for June 1993 and 1994 have I been developed. The unemployment rate for the South East region as at June 1994 was · I estimated at 9.5% which is down from 9.6% the previous year. Over the same period the unemployment rate for the rest of Melbourne fell from 11.9% to 10.4 %. Thus, while the region has maintained alower :I unemploymentrate than Melbourne overall, the regional·fall in unemployment hasJ)een less marked over the year to June 1994.
Within the South East;· the sub-regions have quite different levels of I unemployment. The established industrial suburbs in the Moorabbin to · Oandenong belt experienced unemployment levels around the 12.0% · mark, while the strong ·growth areas from Frankston to Pakenham enjoyed I relatively low levels of unemployment. Providing some confirmation of the low ratios of employment to residents in selected SLAs, noted in above, DEET estimated that relatively high unemployment rates were I recorded in Oakleigh (12.6 %), Flinders (15.0 %) and Dandenong 12.8 %).
I Summary The region has relatively large retail and wholesale trade, manufacturing and construction sectors. The size of the local transport and storage I industry is surprisingly small, given the high concentration of manufacturing activity and the relationship between the area ·and its . markets, which are wide spread. Its economy has proven to be quite I robust over the period of the recession, with local levels of unemployment being consistently lower than for the rest of Melbourne. The industrial core areas have fared relatively well during the rece-ssion but the eastern I growth and southern sub-regions are likely to dominate the growth of industry. · I There is a relatively poorly developed tertiary sector in the region. This will develop as the manufacturing industries continue to expand their base and local population matures. There is a high concentration of manufacturing in the Industrial East and Industrial South sub-regions. I Tertiary employment dominates the Residential Inner East sub-region.
A few SLAs appear to have relatively low levels of employment · I opportunities and.labour force participation. These are largely in the Oakleigh to Dandenong belt tiut the Flinders area is particularly I disadvantaged. This may be an issue that needs special strategic I SINCIAI~ KNIGHT MERi 5R046.109.BJF:mbm:6/6/95 E-15 I I I attention. I
E.2.3 Population At the time of the 1991 Census·the total population of the area was 1.31 I million representing 43.4 % of the total population of Melbourne. The core area population was 561 000 persons or 18.6 % of Melbourne population. The catchment area has a well established and relatively I stable population of 7 46 000 residents or 24.8 % of Melbourne's population.
Age Structure I The age structure of the study area is. quite similar to that of Melbourne with the only significant difference being a 1% higher share of the 65 and I over group. Within the area there are quite signifi~ant differences.
The age structure of the two areas is also quite different to that of the rest of Melbourne and there are pronounced differences within the area. I Table E.4 provides details of the age structure. Table E.4- Age Structure South East Region and Melboume (See Figure I E.l for the area boundaries) Rest of Age Group Region Core Catchment Melbourne I 0-14 21.2 24.5 18.7 a:l.9 15-29 242 25A. 23.3 26.3 30-44 23.3 25.1 22D 24.1 I 45-64 19.7 . 17.3. 21.5 18.8 65 and over 11.7 7.7 14.6 9.9 I The core area has a very high representation of young people (24.8 % I aged between 0-14 years) and with 75.0% of the population aged below . 45. In the catchment area only 64.0 % are in this age bracket. Mirroring· · this, the representation of the 65 plus group is very high in the catchment I area ( 14.6 %) . This reflects more established nature of the inner . . suburban areas and the high representation of post retirement age persons on the Mornington Peninsula. The relatively young age structure of the core area is typical of rapidly developing new suburbs where there is an influx of young families and first home buyers. 1
Ethnicity I The region is slightly less ethnically diverse tlian the average for Melbourne. Australian born persons account for 69.2 % of the popbulation. TThhis is 1,. 1 phercentha~eh points h.igherf ~han t~de averbage f?r I. Me 1 ourne. e reg1on as a 1g proportion o 1ts res1 ents orn 1n mainly English speaking countries, (79.1 %) compared to the Melbourne average (76.4 %). Other ethnic groups with~ high representation in the I
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Region were persons born in Germany, India, Netherlands, Hong Kong, I Malaysia and Poland. There was an under-representation of persons born in Italy, Greece, and other parts of Western Europe.
I The Core and Catchment areas differ markedly. The Springvale migrant reception area and cheaper housing in the core area each affect the population mix. The core has a relatively high concentration of overseas 1. born residents; with 27.5% of all Vietnamese born Melbourne residents, 35.0% of all Netherlands born and 29.6% of those born in India. Of the overseas born persons from mainly English speaking countries, the core I contains 30.6% of all Melbourne residents born in South Africa and 21.3% of those born in Ireland. ·I The catchment area has a relatively high proportion of all Melbourne residents who were born overseas, such. as those born in New Zealand (29.6%), South Africa (28.5 %), United Kingdom (29.7 %), United States of America (30.6 %) and also from Malaysia (31.8 %), Hong Kong (31.9 I %), USSR (35.2 %), Poland (30.1 %) and Germany (28.8 %). The · catchment had a very low representation of persons from the Middle East 1 I and rest of Asia. • Income levels The South East Region tends to have recorded slightly higher income I levels than the Melbourne average, with a low representation in the $0- . . $20,000 household income range and a slightly higher representation in I the $80,000 and over group. Details of the income structure are given in Table E.S.
I Table E.5- Annual Household.lncome St""ctu.re of Selected Melbourne Areas I Income Level Percentage Share Rest of Region Core Catchment Melbourne I $()- $2) (XX) 29.1 26.3 3:1.8 29.9 $20 ax:l - SSJ ax:l · 43A 48.3 40.3 43.7 I $50 (XX) - $00 (XX) 19.5 2).0 19.2 18.7 $80 CXXl and over 8.0 5.4 9.7 7.8
Clearly the catchment area has a higher proportion of households with I either very low or very high income levels. The higher proportion of retired persons in this area may explain the relatively high proportion of ·I low income earning households in the catchment.
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Educational attainment The different characteristics of the core and catchment areas become I evident in examining the education gained by residents of each area. TheSE Region does not differ markedly from the Melbourne average, it has a slightly higher concentration of persons. with diplomas and I vocational training and a corresponding lower level of unqualified workers. I The core area education attainment reflects the greater concentration of manufacturing industry there, as opposed to the catchment area. Table E.6 details by broad category, the level of educational attainment. Table E.6- Educational Levels of· Residents in Selected Melboume Areas I Level of Education Percentage Share Gained
~ COre . Catctment AI Melboume I Degree and 9.3 5.6 11.9 9.7 higher Diploma & 18.3 18.5 18.2 17.3 I VocaHonal Trcinlng Unqualifled fB.8 63.8 57.1 ~.5 I Inadequately or 12.5 12.2 12.8 12.6 not stated· ' ·I The sub-regional distribution of occupations largely reflects the educational attainment pattern. The Industrial East and Residential Inner I East having very high ratios of Managers, Administrators and professionals and sales persons. The Industrial South and Eastern Growth areas have relatively high proportions of labourers, clerks and operators and drivers, but relatively few employees in sales, the professions and. management. I
The differences in educational attainment are more noticeable within the sub-regions. The Industrial East' and Residential Inlier East tend to be I highly educated with the ratio of residents qualified with a bachelor or higher degree exceeding that for the rest of Melbourne. Indeed, these areas· are only significantly under-represented, in the 'not qualified' I category. By contrast, the proportion of residents without qualifications esxcehed the rbest o! Melbourne in the Industrial South, Eastern Growth and 1.. out ern su -reg1ons.
The Industrial South has the highest level of unqualified residents and I surprisingly, a relatively low proportion of residents qual~fied at the skilled . vocational level, despite the large industrial base. The fringe suburbs dominate in this category. This partly reflects the strength of the dwelling I
SINClAIR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/95 E-181 !.: 1·. I I I construction sector. Living in the Catchment Area are 33% of Melbourne's higher degree holders, 30.6% of those with post graduate diplomas and 31.9% of those I qualified with a bachelors ·degree, and 32.6% of those· with under graduate diplomas .. Only 24.4% of unqualified Melbournians lived in the I catchment area . . The Core Area reflects the manufacturing base of the region with 63.3% of its residents being unqualified. Holders of degrees and higher -I qualifications are under-represented, but there is a higher concentration of person with skilled vocational training. I This ,disparity between educ.a:tion levels illustrates a -problem with social access to education. While Monash University Clayton campus is in the heart of the Industrial South and fringe growth.areas where residents are I . lower users of its services. Occupational status .· The occupational status of the South East Region is correlated with the I industry structure and educational level attained. There is a small over representation of managers and administrative workers and relatively low levels of operators, drivers and labourers, compared to the Melbourne I average:
Graph E.4 .illustrates the different occupational structure cit the regions I populati9ns. I Graph E.4 - Occupation Structure of Selected· Sub Regions I I
I IJ Industrial Easl 10.0% a Industrial South 0 Easlem Growth
DSo~th East 5.0% I ; • Peninsula · 0 Residential Inner East · R Rest of Melbourne 0.0% iii ., I c c !!! 0 :!! 'iii g Q; 0" ~ 0.., .c_,.. e CD '? iii ~ rJ) I 0...
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Dwellings The South East Region comprises some of the more rapidly growing I areas of Melbourne. The area has a very high proportion of detached housing (80.4 %) compared to the average for all Melbourne of 75.9 %. Although the proportion of separate dwellings is higher than the I metropolitan area average in the catchment area, the core area has a very high proportion of separate dwellings (85.8 %). I The total number of dwellings in the region in August 1991 was 465,334 with _190,927.of these in the core area. There were 374,204 separate dwellings in the region with 63,806 being in the core area .. I E.2.4 Environment The major environmental features ·of the study area, its open spaces and natural areas, are: I 0 the Dandenong Ranges, to the east I 0 the open space systems, based on the major water ways which run through the region I 0 the other major areas of open ·space, public and private, which define the urban areas (the Bay, with its beaches, water activities · and associated development; the green wedges which help I. articulate the eastern parts of the urban area) a) The Dandenong Ranges The Dandenong Ranges and their foothills are part of the Great Dividing Range, rising east of the Dandenong Creek. The Ranges have, since the last century, provided a valuable scenic and recreation area for the metropolitan population.
With increasing ease of access resulting from improved arterial I roads and the encroachment of exclusive urban areas, there has been an increasing threat to the qualities that have made the ranges I so popular. · · .
The most important threats have been from urban development itself and excessive tourism and recreation, leadinQ in turn to loss of forest and open space, additional roads and traffic, pollution of streams I from inadequate local sewage treatment systems, soil erosion and introduced weeds and pests. I Since 1979, the Ranges have b'een protected by Statement of Planning Policy No. 3, implemented through the agency of the Upper I Yarra Valley and Dandenong Ranges Authority and the local municipal planning schemes. The planning controls and overriding Strategy Plan have been directed to protect important aspects of the I·
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national environment and to contain development to the extent I acknowledged by existing planning controls as at March 1979.
b) Dandenong Valley Metropolitan Park I This park system consists of a series of major open spaces which, ·.until recently, were managed by a number of separate authorities: the Melbourne Metropolitan Board of Works and the Dandenong . I. Valley Authority, in particular. The Park has been under progressive development for a number of years and its role within the metropolitan context has been confirmed in the Metropolitan Open I· ·Space Plan (MPE 1988). The park system extends southwards from Canterbury Road along the Dandenong Creek. It incorporates several major golf courses, I sporting ovals, areas of natural landscaping, including bushland, wildlife areas and water features. The park extends to, and incorporates the Dandenong Police Paddocks Reserve, finally I ending at the DandAnong Highway; The park has links with Churchill National Park, Lysterfield Lake Park, Caribbean Gardens I and open space areas east of that. · The Dandenong Valley open space system is a highly valued resource: providing a wide variety of open space and recreation I experiences for .a large regional population. It also provides an important articulation of the suburban areas which extend further I east into the foothills of the Dandenong Ranges. c) Port Phillip Bay Port Phillip Bay appears to be a relatively under-appreciated I metropolitan resource. Its gently curving coastline provides a vast sweep of good quality beaches which are readily accessible to the south-eastern region's population. Major recreation activities include I a variety of boating pastimes (various forms of competitive and leisure, power and sail) and fishing. I The undervaluing of the Bay as an open space asset has probably been influenced by its relative lack of visual features, resulting from the lack of any coastline indentation, the absence of an opposite shoreline, due in turn to the great expanse of water and the relatively I protected beaches, with there being no element of surf coast excitement.
I The Bay has, in the past, also been an important source of commercial fishing products, though over-exploitation has reduced I the scale of harvesting. I I SINOAIR KNIGHT MERZ 5R046.to9:8JF:mbm:6/6/95 E-21 I I I
Over the years there have been a number of environmental threats to I the quality and recreational value of the Bay. The close proximity of a large urban area,· for which the Bay is the natural storm water catchment, has led to the constant threat of pollution and degradation. Strict Government 'policies directed at improving the I quality ofwater discharges to the Bay have been able to maintain an acceptable quality of water along beaches. Other planning controls have been applied to minimise unacceptable development on or I close to foreshore areas. The greatest protection has probably resulted from the public ownership of foreshore land and the lack of strong landscape features which could be exploited. I d) . Western Port Bay Western Port Bay is recognised as one of Victoria's most important I natural assets with high environmental quality. It provides a scenic venue, a wide range of recreation opportunities as well as major harbour facilities. I The ·say and it's environs have been experiencing continual and increasing detriment from recreation and urban development. Major I issues are the containment of polluted stormwater discharge (which led to the loss of the Bay's extensive seagrass beds) and the
containment of standard urban development (which could upgrade ·I 1 the Bay's visual beauty). ·
The Bay has been the subject of extensive environmental research. Planning policies are guided by the Western Port Bay Strategy 1.. (Westernport Regional Planning and Coordination Committee, 1992). e) The Green Wedges- the Keysborough Non-Urban Area I The Keysborough non-urban area ('green wedge') extends from the Dingley sandpits area around Dingley township, southwards to join with the non-urban areas of the Mornington Peninsular. It is now developed with a range of intensive market gardens, major metropolitan golf courses, the Moorabbin airport, and a wide range of small, non-agricultural land uses which cater for recreation or other urban-related activities.
The 'green wedges', which now form an important part of the ·1 metropolitan form, were derived from a combination of factors: protection of valued landscape features, avoidance of areas which . I were difficult to service (both cases applied to the Dandenong · · Ranges), areas of high quality, intensive farming land and areas liable to flooding (the Keysborough green wedge). While the I Dandenong Ranges have been protected by regional planning policy (refer above), reports suggest that the Keysborough wedge, much of which remains in private ownership, is coming under increasing pressure for a range of non-agricultural activities. I.
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This non-urban ar·ea now enjoys a high level of proximity to the I nearby urban populations. The featureless and fragmented . character of the landscape has probably resulted in the area being less visible, and less appreciated, by those not living in close I ·proximity.
Productive Agricultural Land and Mineral Resources I Within the non-urban areas are a range of important environmental, economic and agricultural resoUrces. Of particular note are: I o Important mineral deposits (sands around Dingley, discussed above) and rock deposits further east in the foothills of the Dandenong I Rang~s and their eastward extension. o High quality, productive agricultural land -in the market gardens of· south Keysborough and in extensive locations around the head of I Western Port Bay. · o Extensive areas of poultry farms east and south of the I Cranbourne/Pakenham urban areas. These resources have considerable economic value. Their feasibility can be reduced by increasing urban or subdivision pressure. Protection can I be most effectively be provided by appropriate planning controls. I E.3 Land Use Introduction The following provides a preliminary review of the various major land use I components of the South East study area. While this discussion focuses on the Core Area, it also takes account, as appropriate, of the Catchment I Area. · · E.3.1 Commercial Centres a) Retailing I The Core and Catchment areas are serviced by a well established hierarchy of commercial centres. These can be classified in a number of ways and using a variety of criteria including retail floor I area, shop type or shop variety. The accepted categorisation conceives three major levels of retail centre which are all I represented in the region. Regional centres (e.g. Southland, Chadstone, Frankston, Dandenong, Ringwood, Knoxfie_ld, Forest Hill): These centres can be differentiated on the basis of either being I based on a more recently constructed, one-owner dominated, retail complex, with a relatively small component of non-retail I floor space and no or few other regional services (Southland, ·. I SINdAJR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-23 l; ~~1 1. I I
Forest Hill, Chadstone) or based on a traditional, historic commercial centre, with a major proportion of retail floor space I being outside any single owner complexes and with a number of major regional community facilities. Some of the larger of the I newer, regional centres are becoming the centre of an. expanding area of commercial development which is. providing an increasing variety and depth to the centre's overall function. ·I Regional centres have a strong orientation towards comparison retail goods, although they also include a significant element of convenience goods. al Regional centres are located close to regional transport services, essentially arterial roads but often ·rail lines. They usually form the focus of a strong network of bus services. I
Sub-regional and community-scale retail centres (typified by Fountain Gate, Berwick, Cranboume) . I . As with the regional centres, these centres are also either based on a traditional, strip retail centre, to which has been added one I or more major magnet stores, or are based on a newer, integrated centre. These centres have a stronger orientation to convenience goods, but also provide a reasonable range of comparison goods. I
Neighbourhood or local retail centres. The first and second of these categories of commercial centre I are relevant to this study. Local retail centres can be better considered within the conte~t of the structure of the residential areas (refer discussion below). I. ,· Within the established urban areas, the existing retail hierarchy is defined and protected by existing policy and planning controls. I .. Within this there is nevertheless scqpe for continual jockeying and fine tuning as the major retail operators continually search for opportunities to optimise their individual positions. Within the developing, and as yet to be developed fringe areas, current I regional strategy plans outline the intended future elements of this I retail structure and its principal hierarchy components. Again, because this specification is only expressed in very general terms, there is the need for considerable refinement of the struCture of each I. centre, and of the relationship between centres, as development progresses. b) · Office Development The eastern suburbs have tended to attract the major proportion of 1:. 2 · larger offices (in excess of 1 000 m ) which have been built outside the Central Activity District. This focus of suburban office I;
SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-241 I I I ·I developme11t appears likely to continue. _, While Government policy has encouraged these larger offices to locate in those regional centres which were classed as District I Centres, there has been little benefit, and some disadvantages, for developers and occupiers of such offices in following such policies (higher costs, lack of any higher rental returns, unavailability of I suitable sites and few linkage benefits to other activities in the centres). I As a consequence, there was considerable pressure during the .. 1980s for major office developments to occur in association with smaller commercial centres, or outside any commercial centre at all. I Some of the major office developments proposed during this period were opportunistic in the sense that developers sought to capitalise on the existence of a few large development sites with good exposure to arterial roads, notwithstanding non-compliance with I government policy. There were a. number of examples of such proposals being approved by planning authorities during the late 1980s although, with the advent of the recent recession, many of I these did not come to fruition.
Major concentrations of office development have been occurring at· I Ringwood, Box Hill, Knoxfield, Chadstone, Dandenorig and Frankston.
I E.3.2 Secondary Industry In regional planning terms, the location and extent of identified industrial areas is important ih relation to the need to provide ~ites suitable for I activities which:
o will generate substantial volumes of heavy transport traffic (and I thereby require special regard be given to road access, and to the linking of that access system to other regional and metropolitan I transport nodes) o are likely to become large employment centres, with further implications for vehicular access, and for access to appropriate . I . residential populations within their sub-region I o may generate noticeable off-site or external nuisances o may require large sites.
The Core and Catchment areas contain a diversity of industrial areas. I The major locations are situated : o south, south-east and south-west of Dandenong I o a belt extending from Clayton North southwards through Moorabbin, I . SINCLAIR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/95 E-25 J I I I
Dingley to Braeside o the Bayswater area I o . Knoxfield Limited information suggests that, in a situation where there has been a I declining demand for industrial land, developers h.ave sought to subdi_vide into minimum sized allotments as a means to sell lots more quickly. This has had the consequence that there are few larger sites I available for the small number of industrial developments which require larger sites.
Industrial development has progressed outwards from the more to the I: least accessible areas of industrial zoned land. Industrial location policy has been largely related to the designation of the areas (zones) in which · manufacturing and storage facilities are largely confined, together with 1 the provision of adequate roads and other engineering services prior to development. Municipal councils have relatively little influence over aspects of development. Subdivision requires a planning permit but I Councils have generally not had any cause to develop policies on allotment sizes. I E.3.3 Technology Centres The only Technology Centre in this region has been established around Monash University. This is one of six technology centres originally I proposed for the Metropolitan area (MPE 1987:19). The purpose of these technology centres is to facili~ate the concentration, in close proximity to universities, of industries which will have a propensity to establish I research linkages with the Universities. . Monash University has established its own Technology Park immediately I to the east of its Blackburn Road campus, which has had the further benefit of providing a significant focus for this technology precinct. In ·I.· addition, there are a number of other important research establishments in the vicinity of the University: the CSIRO plant research laboratory; the · Telecom research laboratory; a BHP Research Laboratory together with a J number of other industrial research centres. · ·
The concept of the technology research precinct has been reflected in a specific set of planning controls which have been designed to facilitate· and promote the location of research based industrial activities close to I the University. As this form of planning control is essentially negative, it provides a relatively weak policy instrument. The most important . incentives probably lie in the areas of direct marketing of the precinct 1-· type benefits to specific industries. I: I·
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E.3.4 Residential Areas I This section considers both the stock of housing together wit_h the wide range of services which are located and directed to support residential populations at the local and district levels. These include educational; I recreation (particularly open space), cultural and a variety of specific community support services.
I Housing Stock _The study area's housing stock encompasses ·housing ranging from the established· and older dwellings of the middle suburbs to the newly I established housing of the Berwick-Pakenham and Cranbourne growth corridors. Within this range of housing there is quite a wide diversity, but I with significant limitations. Land prices and dwelling prices generally decrease with distance from the more central metropolitan area and from the central arterial and I regional transport services, though there are variations arising from local factors, particularly relating to environmental quality and amenity. The large proportion of dwellings are detached, on _lots of moderate size and with fairly standardised engineering services. The physical design of I residential areas varies from the grid layouts of the early 1950s and 60s in the north-western parts of the Core Area to the sinuous collector roads and high frequency of courts in the south eastern areas, to the small I proportion of areas where the newer, 'traditional neighbourhood dE3sign' principles are being re-introduced at the'fringes of the developing areas, with use of grid road patterns, more varied lots and smaller average lot I sizes. Apart from this newly introduced, urban fringe small lot housing, the majority of existing smaller dwellings are found in the form of villa units which have· resulted from random infill development through the I older housing areas. These tend to be concentrated near to major public transport routes or major commercial centres.
I Local and District Level Services These services are provided by a variety of agencies: Local Government· has an important role both in the provision of a range of its own funded I services and as the service provider for a range of services funded by State and Commonwealth governments. Service standards may be set by each of the re'spective funding agencies, or by the funding agencies I in conjunction with Local Government. Local Government, in particular, is most influential with respect to the locational aspects of service delivery (Le. in deciding on the much of the form of sub regional urban .I areas and of spacing and location of service delivery centres). At the present time, many of these services are undergoing restructuring I and rationalisation .as a result of recent reviews of their costs and quality, together with hew assessments of need, service design and management. These reviews are, in particular, affecting the areas of I community health, welfare and education. Table E.7 illustrates the I SINClAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-27 '·' I I I variation in price (1993) for dwellings, flats and vacant residential land. Inevitably median land prices vary more than dwelling or flat prices. The I largest increases in dwelling prices (1983-93) occurred for the most remote and least developed municipalities - Hastings and Pakenham. The lowest housing price increases were for the five municipalities I containing the major regional centres: Frankston and Dandenong. Table E.7- Dandenong Valley Metropolitan Park- Value of Dwellings, I Flats and Residential Land: 1993 · Detached Increase Over Vacant Land. Flats (median Houses 10Yearsin Increase Over price) I (median Median Price $ tO Years in price) (%) Median Price Belwlck 110 CXXl . 220 92 CXXl 44 I Chelsea 1~CXXl 92 93 CXXl 248 Oanbourne lOOCXXl 83 39 CXXl Z22 .I Dondenong 93 CXXl 70 64 CXXl 262 Frankston 100 CXXl 83 51 CXXl 215 Hasftngs . 99 CXXl 85 35 CXXl 244 I Knox 122 CXXl 100 {£) CXXl 230 Moorabbin 140 CXXl 115 78 CXXl 248 Mordlalloc 150CXXl 103 105CXXl 270 I Nunawadlng '130 CXXl 125 84CXXl 228 Oal Employment Employment opportunities can usefully be considered in terms of major land use patterns (refer above), in terms of the various categories of · employment, or in terms of employment accessibility to residential locations. C:mployment accessibility provides a measure of the general availability I of employment opportunities on a regional or subregional basis, and thereby an indication of the self-sufficiency of, or self-containment of, employment within the region. I. E.4 Infrastructure I E.4.1 Roads . The south eastern region has a network of roads based on a radial pattern overlain by a north-south/east-west grid. Over the previous 25 ·I SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-281 I I I I years the radial roads, ie Princes Highway, South Eastern Freeway, I Mooroodah Highway, Burwood Road, South Gippsland Highway and Mornington Peninsula Freeway have been upgraded - often to freeway-like standards. Regulatory measures have ensured that new I residential and commercial developments have 'proper' local streets but the arterial network has lagged behind in capacity supply. I Although radial demands are still the strongest single movement there is an increasing demand for movements in other directions; particularly north-south 'across town' movements. Local demands, the main I component of car travel, tend to be in every direction. Major roads in the region carry between 50,000 and 80,000 vehicles per I day (two way). The road network is generally uncongested during off peak periods (with some exceptions) but reaches capacity during the I weekday peaks. In the late 1980s the various local governments on the Mornington Peninsula formed an association named the Mornington Peninsula Arterial . Road Strategy (MoPARS) to co-ordinate the upgrading of arterial roads I on the Peninsula. Councils contribute to arterial road projects outside their municipalities. I Traffic growth rates are running at around 10% for the fringe areas of the Region but are more modest towards the established suburbs - typically I 3%p.a. · Long term estimates of traffic have been made in various studies based I on continued outward growth of urban development. Road Projects. There are a wide variety of road projects with most seeming to have I community support. They are generally in 'green fields' localities. The central issue is the relative priorities in the light of a shortage of funds. The following notes briefly describe some of the larger proposals some of I which are committed. · Scoresby Freeway (Arterial) I A long standing proposal from Ringwood to south of Dandenong betweefl Springvale Road and Stud Road and part of the notional 'Outer Ring'. A major study has recently been completed and an EES is I anticipated. · · Dingley Freeway I This is another long standing proposal from Dandenong to Moorabbin with land being protected since the early 1960s. Part of the route I involves a southern bypass of the Dandenong District Centre. I SINOAIR I Ballarte Road An EES is presently being prepared for this 'missing link' of about 5km I past the Cranbourne Botanic Gardens. Mornington Peninsula Freeway I The route of this eastern bypass to Frankston has been protected for several decades but is notanticipated to attract funding in the foreseeable future~ MoPARS has proposed an extension of the I Mornington Peninsula Freeway to be privately funded via a toll. Ringwood Bypass I Construction has commenced on this bypass of the District Centre. Cranbourne Bypass I This eastern route past Cranbourne town centre has local support as it would reduce traffic on the South Gippsland Highway through the centre. I Wellington Road Construction has commenced on duplication of Wellington Road between I Jells Road and Stud Road. Westall Road The Westall Road Extension (Springvale Bypass) has recently been I opened to traffic to Springvale Road. Duplication of Westall Road is anticipated between Heatherton Road and Centre Road. Proposals include grade separation of Dandenong Road to the South Eastern I Freeway but construction is not ~nticipated in the foreseeable future. Duplication of Arterial Roads ·1 There are numerous two lane arterial roads within the fringe of the Region which are proposed for eventual duplication. These include .the · Frankston-Cranbourne Road and Thompson Road. 1. I. SINO.AIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-30 I I I I North South Links on the Eastern Fringe I Long term plans envisage more direct roads betwe.en Pakenham (Woori Yallock Road) and Berwick (Belgrave Hallam Road) and the Yarra Valley I (Melba Highway). Princes Freeway: Doveton to Berwick This long standing proposal has not received recent attention because I the parallel Princes Highway route of 6 lanes is operating without major problems. I Bicycles Cycling is a popular mode of transport in the region for both recreation. and utilitarian trips. Each municipality has had a bike plan prepared. The plans generally incorporate the 'four E's' of Engineering, Education, I Enforcement and Encouragement. Progress in implementing the education, enforcement and encouragement components hasbeen, at· best, patchy. Implementation of the engineering components has also I been modest but some municipalities (e g Knox) have made significant progress. . . I The State Bicycle Committee has nominated a Principal Bicycle Network for the whole of the metropolitan region and Geelong. Within the South East Region the Principal Bicycle Network has a spacing of around three I km and is based on the arterial road netWork, however about 100 km of proposed off-road bike paths await funding. · I E.4.2 Public Transport Public Transport Services in the South East Figure E.3 illustrates the pattern of Public Transport services provided in I the South East Region. There are six rail lines operated by electric trains including: I o Belgrave Line Northern Part of Study Area o Alamein Line Inner North I Glen Waverley Line o Pakenham Line Bisecting the study area diagonally I o Frankston Line Operating to the South West of the Study I· area o Sandringham Line Covering the Inner North West of the Study area. I All rail services are radial in structure and are operated by the Met Rail department of the Public Transport Corporation. In addition a low I . frequency service is operated between Frankston and Stony Point and ·a I SINOAIR .KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-31 I SOURCE Public lrBnlpart lnlllrmation map. RINGWOOD I I I I I I I I I I ...... · ~ ~ N I I Po R r PHILLIP I 8 A Y ...... , ... ... -~ .. -. I -·- .. ! I r J ..-- .,.. ·· / I / - , /~ ·.I MELBOURNE METROPOLITAN STRATEGIC INFRASTRUCTURE STUDY SOUn4 EASTERN REGION 1118 FIGURE E3 EXISTING PUBUC TRANSPORT SERVICES SINCLAIR KNIGHT MERZ/.NIEIR CONSORT1U11L------' I I. I I I new service is soon to begin operation on the new Cranbourne extension I from Dandenong on the Pakenham Line. The latter is a single track section of a disused line which has been electrified for commuter service I use. The V/line group of the Public Transport Corporation also operate passenger rail services through the area; these are diesel powered trains I catering for both longer distance commuters and provincial/country . connections to Melbourne. · Services to Warragul, and South East Victoria are operated along the Pakenham Line in conjunction with the Met rail I electric service . Tram services in the South East are generally restricted to a radius within .I 10-15km from the city. An exception to this is the Burwood Highway route 75 tram which operates the longest route in the network and has recently been extended to Blackburn Road some 18km from the city. I Generally tram services cater for inner suburban markets and operate along major radial arteries to the Central Activities District. These I include: C] Route 64 East Brighton to City via Hawthorn, Dandenong and St.Kilda Roads C] Route.67 Carnegie-City via Glenhtmtly and I Brighton/St. Kilda Road C] Route 3. East Malvern to City via Waverley Road and St. Kilda Road I C] Route 5 Malvern to City via Dandenong Rd. and St.Kilda Road C] Route 6 Glen Iris to City via High Street and St.Kilda I Road 0 Route 72 Camberwell to City via Burke and Malvern Roads and St.Kilda Road I 0 Route 75 Burwood East to City via Burwood Hwy. & Toorak Rd., Camberwell Rd. and Riversdale· Rd. I 0 Route 70 Wattle Park to City via Riversdale Road There are some non-radial cross corridor services including sections of I the Route 64 East Brighton Service (Hawthorn Road) and Route 72 Camberwell service '(Burke Road section) and the following routes: I 0 Route 78 Prahran to North Richmond via Chapel and Church Streets 0 Route 69 Kew to St. Kilda Beach via Glenferrie and I Balaclava Roads. I I ~R KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-32 -----~ ------I I I Bus services in the South East perform a range of functions including: I o some direct connections between areas not well services by rail and tram to the city . o cross corridor services between major shopping and commercial I centres o rail feeder services from a range of suburbs. I A particular feature of the bus network in the South East is the radial pattern of bus services centering on Dandenong and Frankston regional · centres. The majority of bus services are operated by private sector I operators contracted· by the State Government. Key nodes/interchanges between services include: · I 0 Dandenong (recently redeveloped) 0 Chadstone Shopping Centre 0 Southland Shopping Centre I 0 Frankston· 0 Glen Waverley 0 Oakleigh · 0 Monash University I 0 Knox CitY Shopping Centre. Public Transport Demand Patterns I Key features of Public Transport travel demand in the South East region include: I 0 An emphasis on travel to work journeys; 0 Most travel is radi~l to/from Melbourne and also the _local regional I· centres of Dandenong and Berwick; 0 Higher travel volumes during peak periods; 0 A' general decline in travel demand volumes over time._ Table E.8 illustrates the key features .of travel by public transport for -employment trips for census sectors. Table E.8- Census Joumey To Work Mode Share by Public Transport~ .South East Region .. Sector Public Transport Mode Share(% of Work Trips) I 1981 1986 1991 Southam Sector · 15.6 14A see below I Eastern Sector 17A 16.7 see below Total Meboume Metro Area 19.3 17.9 13.8 I I SINClAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-331 *I. I I 1991 Census for South East Areas Transit Roll No. Bus No. Tram No. Total No. Mode. Row% Row% Row% I Spllt(Ofo) Inner East 14 135 52 6 8tfJ 25 6187 23 27 182 14.,3% I South East 7~ 70 2843 25 582 5 11 330 8.6% Outer East 17 OS8 74 4 711 2) 1 398 6 231n 11.5% ' Momlngton Peninsula · 4300 73 1 275 Z23J2 s san 7.4% I Total 43408 64 15 689 23 8469 . 13 "67 f:f:;6 11.2% I This data indicates: 0 A consistent decline in mode share. 0 A mode share for the South East Region which is consistently I below that for Melbourne as a whole. 0 Higher mode share for inner areas. . . 0 Some 67,600 journey to work trips are made by public transport. I This represents some 54% of total metropolitan public transport journey to work trips. 0 Rail dominates the Public Transport sub-mode split with 64% of all I journey to work trips. Bus has the next highest followed by tram. 0 Outer Eastern Melbourne is the largest single market for rail. I Table E.9- Public Transport Usage by Trip Purpos$ and Occupation of Traveller %of Public I Trip Purpose Source: Ove Arup Transport Trips Worl.{ .38% I EducaHon 35% Other (Shopping, Entertainment. 27% Reaeation.) I 100% .PWic Trcnsport Patrons ,. ot Public Source: VlcRoocts I Trcnsport Tllps (1991!92) Fun llme WOikers 43% Students 36% I ·Port Tme WOikers 7% Pensioners 7% Home Duffes 4% I Unemployed 3% I 100% I SINClAIR KNIGHT MERZ · 5R046.109.BJF:mbm:6/6/95 E-34 ·a NOTES These PfOPOSBis have been dl'liWrl from a wide range ~ BOUrces. Some projects shown have J 13 L1lydale Stauon Relocation I I I I I. I I I I 20 Oandenong-Edithvale LAT .•· ·' ·; V13 Chettenham Ad/Springvale Ad. I I 22 Oandenong-Cranbour~e LRT Via Princes:» H'=!f./Narte ~!!!!!!_~!_ N ' 14 Lyne1hust Station -'New Station 1 ~Cranbo~---· I T6 SE Melbourne Airport Rail Link i POilT l l Looe line- Cranbourna-SE ... y 15 Cranbourr.e line E.dcnsion to I Cranbcurna East etc I ·' ~- ... I I. MELBOURNE METROPOUTAH STRATEGIC INFRASTRUCTURE STUDY SOUTH EASTERH REGION 18M FIGURE E4 FIXED RAIL PUBLIC TRANSPORT PROPOSALS SINC\.AIR KNIGHT MERZINIEIR CONSORTIUIII ------...... J 1: I I A. Existing Network Extension/Expansion Options I Where electrified rail or tram services are extended into either suburban development areas or areas served by buses. Value added aspects are seen to emerge through the upgrading of I service quality (and in some cases service frequency) which results from these measures. In new development areas value is. also seen to emerge from the provision of quality service as new I suburbs develop i.e. before car ownership (or second car ownership) decisions are made. B. New·service Options . I This includes completely new service ideas. In the South East · there are many new service concepts including Light Rail for the Dandenbng Region and North South transit concepts for the I Scoresby corridor. C. · Existing Network Enhancement Options I These generally modify existing infrastructure to enhance the perfor"mance of existing services .. They can be sub-divided into the following: C.1 System Capacity Increases . . I Higher frequency services can be operated which require more vehicles or rollingstock. Larger capacity vehicles can be deployed to increase I seating capacity. Rail tracks can be modified (extra tracks, or improved signalling) to increase the safest maximum service I frequencies. On street modes can be given priority over other road traffic to increase speed· and/or frequency. I C.2 Transit Terminal Development Upgrading of terminal quality and addition of purpose built facilities to enhance existing interchange opportunities. I C.3 Route Adjustments · Route deviation or re-alignment to better penetrate suburbs or to increase operating speeds. I. C.4 Network Accessibility New stations and/or stops. Increased spread of services during the day, evening or I weekends (unless.in peak periods, this is unlikely to incur infrastructure requirements). I All network enhancement options seek to add value to the existing system by improvin.g the way it performs for mainly existing . I markets. Most of the projects listed in Table E.10 are from the second and third groups; new services and .enhancements to existing services. This I contrasts to the North West region where most projeqts are network I SINCtAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-36 TABLE E10:Public Transport Infrastructure ProJects- SOUTH EAST REGION 3939LL0a.wk3 ProJect Rationale Mode Timescale Indicative ------1 Source ~--~10 4~~~~~~~------~~~~~--~----~~--~-----l~~~-~~----~~C~o~s~ts~C~$~M)_Title Benef~its~--~------~ 1 Double Deck Trains for Cost Effective Means to Increase Rail Capacity on ~et Rail <5 Years $30 38,000 trips/day ~etplan(88) Rinawood-·---~---·---~,,~~-ro_w_i_n"'-g""D_o_m Rail Line __ a __ n_d _forri~~~-·~~- . __ -~=~ ="=-~, ·-~~=~ ~-~---~·!---~~~~~-~~~~ 2 Third Track on the Ringwood Line ~rd Track for express and more reliable running ~et Rail OK OK 3 Extension of Burwood Tram to ~xtension of tram service to nearby regional shopping ~ram <5 Years OK 2,500 trips/day ,_,etplan(8B) Knox City en.tre 4 Frankston to Baxter ~dditional service to new area plus better operational ,_,et Rail OK +5,000 trips/day ~etplan(88) Rail Electrification erminal for the Frankston line ·:-'1=--===1===~===1=-======+~=~~~~=-1,.....~~--~~===--==1 5 Pakenham Line Increase in ~ither use of double decks or resignalling. Plus increases ,_,et Rail $59 Metplan(88) service capacity nserv~ekeauencies~cR~ -+·~~=~=~~~--~~~~~~=~~~~~~~~T~C~~~9~1~)~~~~~~~ 6 Caulfield-Dandenong Line ~rd Track for express ru.nning, rail flyovers at Caulfield ~et Rail OK OK Capacity Uoorade and Dandenono F=-----+~~~~~~~~--~==~~~~~~==~-======~+=-===~=--======·~======~~===-===-==-~-===~======~ 7 High Speed Rail Link -Melbourne !Speeding up services to city and corss city to Melbourne ,_,et Rail OK OK Airoort to Dandenona ~irport 8 Dandonong-Hastings Road ~onversion of a road/rail level crossing into a rail ,_,et Rail $10 Rail Flvover IY.over ~ _ = _ ==l·-====-==l======t:======::! ~-----~9-l;:~.:~~"~;';,::,~:·.::..__ ~:·:.,~~;:;~~;~:"'' ·: '"'' ""'~ "··--·. ~~::~ I· ··----'------" -... ~~ .. OK ~"'... ~~-1'--·-- j 10 ~:~vy Raii-~T Se~ice_ to AFL ~i~~~ ~=~ka~~~y:~~c~~~::~;~ice to g~t access · ~ixed •-r.. ~- ---J. ·~··~ -·~-.~~- -~~~~~~ ~~tt.~.~~.. ~=~~ 11 Upgrade & Development of f-iigher Quality Bus/Raillnter-change facilities ..~-~-~~d-··· OK 1 OK . Modallnterchan9e - Oak leigh or higher order centre ='·t=.-~= __ .. -·= ~=- =·=~=~===lo=~=-======~==l 12 Upgrade & Development of f-iigher Quality Bus/Rail Inter-change facilities lv!ixed OK OK Modal Interchange - Caulfield or higher order centre 13 Lilydale Station Relocation· !Station and track moved to better penetrate activity l\1et Rail OK OK OK ~~--~~------==~====..-======~=fb~,e~nt~re~s~in~L~ii~IY.~d~a~le~==-=~=---==~~~-===~=-~~====l---==-==~=9r·--=~=---~=4==~------~P----=~-=~===-~-==~~ 14 Lyndhust Station- New Station New station in developing area of this new raii connection ~et Rail OK OK OK I 1----4 ..-:o:.:n...;C~r;;;.a:..;,;nb;,;o;,;u~rne Line o Cranbourne . 15 Cranbourne u;;;E';tension to !§mall extension to a !egional'recreation facility and·~=~n~i'"R.;;! -~"oK'____,,.--~··"·~= $12 Cranbourne East etc urther east along existing disused track. ====l======l======l 16 SE Melbourne Airport Rail Link ·~xtension of the-new Cranbourne Line to Link up with -~-et Rail ----- .. OK - OK- OK Loop Line - Cranbourne-SE he Pakenham Line via the proposed new SE ASirport 17 Cranbourne-Dandenong Rail ~-ingle Track Increased to dual track- Increases capacity l'vlet Rail >10 Years· $20 OK PTC Line Duplication I& Reliability 18 Frank:;tone-Cranbourne LRT New LRT route to connect regional centres in $137 @3,600 pax/day ~rup (94) via Frankston Road ~evelopina suburbs 19 Dandenong-Frankston LRT New LRT route to connect regional centres in !Tram $139 @2,700 pax/day ~rup (94) via Dandenong-Frankston Rd. ~eveloping suburbs 20 Dandenong-Edithvale LRT ~~~.;;;e.;..w;;;.;L.;.R~;.T;;;x.ro~u.;;t.;;e.;;.,to;.;;..;;;c=on-n-e=c-t -re=g~io""n""a-1~c=en-t~re-s=i-n~=~=·= ~= == $98 @2,500 pax/day ~rup (94) Via Cheltenham Ad/Springvale Rd. ~eveloping suburbs L 21 Dandenong-Cranbourne LRT New LRT route to connect regional centres in !Tram $115 @2;700 pax/day ~rup (94) Via Sth Gippsland Hwv. developinq suburbs - ["' I I I I expansions (Group A). Public Transport Development Issues in the South East Table E.11 lists some of the more frequent issues raised in various I reports and studies of Public Transport in the.South East. Of those listed, the ones which are more readily addressed by infrastructure related planning. include: o Interchange Facilities I o Long Travel Times · o Overcrowding · I o Route Structure. The Met Trains Business Unit has developed a Station Investment Strategy for Melbourne Metropolitan Transport interchang~s. This I ·classifies stations into 4 groups A to D, with A class stations representing city stations (6) and the' remaining classes being suburban stations into: Class B Met Business Centres I Main suburban stations with an ayerage of over 711,000 passengers p.a.. These are considered the PTC's main shopfronts to the regions. I Class C Peak Demand Stations These have demands slightly below B class stations at around 667,000 pax p.a: I Class D Small Stations There are some 44 B class stations in Melbourne (out of 200 suburban .I stations), and some 20 of these are within the study area. These stations are ranked in order of usage: · I Station Usage ('000 Journeys 92/93) Box Hill 2,225 Glen Waverley 1,879 Frankston 1,850 I Ringwood 1,340 Camberwell 1,229 Oakleigh 1,117 I Dandenong 1,107 Caulfield · 1,089 Mitcham 1,069 I Blackburn 1,042. Springvale 853 Boronia 762 I· Mt Waverley 760 Cheltenham 655 Ash burton 387 I Mordialloc 331 Carrum 284 I East Malvern 275 I SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-37 ·TABLE E11: Pubfic Transport Development lss~es- South East Melbourne 3939_1.wk3 Key Issue South East Melbourne.Example Service Poor Service Coordination at Interchanges e.g. Box Hill & Lillydale Integration Lack of Bus lnterchan e Facilities Long Travel Stopping Rail services on the Lilydale/Ringwood/Belgrave Rail Times Line and Also General Bus Services I Overcrowding iOn Low Frequency Services and Particularly students on School services Interchange Facilities Lack of commuter Parking at Croydon, Mitcham, Ringwood, Glen Waverly and Box Hill Modal Interchanges · Bus Deck at Box Hill is not user friendly in terms of access and layout as well as lack of signage. . · Percieved lack of safety and cleanliness at interchanges Poor Weekend and Evening Service Frequencies I Passenger lnfromation !Lack of signage at interchanges Route Structure Lack of North-South routes, all services are generally radial. . Servicing New Developing Suburbs Lack of regular links between urban and metropolitan regional centres '·:.·- ._... ,-··- .·- ----· -·· -·---- -· ·-- ·-··- ·-- If.' I I Pakenham 259 I up·per Ferntree Gully 253 I. Transport interchanges in the South East are of critical importance to the Metropolitan Hail system as a whole: · o The top 5 ranking stations in the South East Box Hill to Camberwell, are alsothe top 5 ranking B clas$ stations in the I Metropolitan system. o Box Hill, Glen Waverley and Frankston are also ranked 2nd, 3rd I and 4th throughout all stations (Flinders Street Station in the city is the highest at 3.6 m p.a.). I o 10 out of the 13 B class stations which cater for over 1 million passengers p:a. are in the South East. I The station investment strategy defines the range and quality of facilities which should be provided by each class of station. For example all B I class stations must in<;:lude: D Platform canopies to cover at least 50% of platform area D Quality electronic and signage passenger information systems I D Combined automatic and booking office based ticketing D Heated lounges D Toilet facilities I D Retail services and vending machines D Bicycle lockers. This analysis is to be used to identify stations which fall below this I standard and as a result a set of priorities for the station investment program. I The existing station upgrade strategy follows the following priorities: 1. Upgrade stations to a minimum standard in line with the I Automatic Fare Collection (AFC) system project. 2. Upgrade of stations where federal funding is available; this has I generally reflected a pattern of station upgradings in growth corridors. I 3. Upgrade stations in the South East Corridor (Pakenham, Frankston and Sandringharri lines). This is to follow the standards set in the I Station Investment Strategy. I SINOAIR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/95 E-38 •~ I 1. I Key features of the existing implementation strategy are: I Federally Funded Projects o Upgrading of Berwick, Hallam and Narre Warren Stations (Better Cities Program) I o Dandenong Station and Modal Interchange (Better Cities and Urban Public Transpott Programmes). I o New Station at Cranbourne· and Merindah Park (Better Cities) Commercial Development Sites· I o In the south east, Frankston is the only station to be associated with major commercial development opportunities. .I South East stations where specific public transport development proposals have been identified at this stage include: I 0 Frankston Station Cost: D/K Electrification to Baxter, removal of sidings away from the city I area and potential for redevelopment. 0 Ringwood Station Cost: $1Om I Expansion of piatform areas, improvement of signalling and · upgrade of passenger facilities and interchange. 0 Oakleigh Station .Cost: D/K I Higher quality bus/rail interchange facilities. 0 Caulfield Station . Cost: 0/K I Higher quality bus/rail interchange facilities. Public Transport System- SWOT Analysis I Strengths· - Strong radial network linkages to CBD . -Segregated Rights .of Way (uncongested) for Rail Services I - Environmentally efficient travel mode. . . Weaknesses . I - Poor north/south/outer network linkages. -. low density/dispersed demand patterns in outer areas; - Low quality/unfriendly interchange facilities (rail, rail/bus) I -limited capacity on rail corridors (service overloading) - Long distances/times for stopping rail services -Very high costs and very poor cost recovery I - Traffic interference on service reliability for on. street modes - Perceptions· of public transport being low quality and unsafe. 1: SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 I I I. Opportunities · - Service development concepts I - service network extensions - new services - enhancements to existing service network infrastructure I . capacity enhancements . terminal redevelopment . . improved network access I - High density urban development proposals - residential development . - retail/commercial development on transit nodes/interchanges I. -Traffic congestion- positive image impacts for off street modes - Growth in transit oriented markets in area I - Road network enhancements with possible transit priority projects Threats - Low density urban development/disjointed development/urban sprawl - Traffic conge$tion growth - imracts on on-street modes -Growing car ownership. - Plans for increased road network capacity E.4.3 Telecommunications and Information Technology In the. context of infrastructure, the assessment of infrastructure for I telecommunications and information is quite different from say, roads or ports. New understandings of how the economy operates are required, particularly the increased role that information will play in existing I industries and in new information-based industries. · · / 'A new knowledge based economy that is emerging in Victoria requires a new advanced infrastructure - variously termed the 'electronic highway', I the 'information highway', 'information infrastructure' or the 'intellectual infrastructure". Like the railroads, Waterways and roads that formed the transportation infrastructure of the industrial economy, the information I highway will carry people's ideas and the information services that drive - the new global information economy.' .... ConsuiPian (1994) p.1. I 'Effective utilisation of telecommunications is· essential for the State's success in a new global economy in which value, jobs and wealth are based on the creation, movement and application of information. I Increasingly the ability to move information as well as people, .goods and services is becoming crucial to competitive positions of cities. If Victoria does not match the efforts of its competitors in accelerating infrastructure I development and utilisation, opportunities for network,. product and · service development - and the resulting economic growth and new jobs - may well be lost to firms in other states and other countries. Victoria'·s I major trading partners ~re responding to the challenge through ambitious . infrastructure investment programs and regulatory and legislative reforms. I Other Australian States and individual progressive municipalities are I SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-40 ~-~------I I I starting to develop strategies for utilising the new information highways. However, no Australian State has yet developed a co-ordinated strategic I vision of how to use telecommunications as a catalyst for urban and regional development." ...... ConsuiPian STR (1994) Appendix 1. I The 'infrastructure' is not ·merely physical projects, although burying fibre optic cable is important, but a wide range of actions, particularly the education of business.and the community. I The Language and Concepts. A pre-requis~te for the understanding of the fields of telecommunications and information technology and its role in the economy is an I· understanding of a number of frequently used terms, concepts and acronyms, which are uncommonly popular in this area. . . I o ICT Information and Cornmunication Technology o CIT Communications and Information Technologies o JIT Just In Time management of inventory I o EDI Electronic Data Interchange o EDICA Electronic Data Interchange Council of Australia o ETM Elaborately Transformed Manufactures I o .EBN · Telecom Experimental Broadband Network o Internet Worldwide network-of-networks; 20 million users in more than 100 countries I o VicNet Presently operational in about a dozen ·libraries around Melbourne, giving access to State Government information I o Community Network The LaTrobe Regional Civic Net is an example. I State of Progress in Communication Technology The following list identifies programs issues and initiatives which are already in operation or committed. o Electronic Data Interchange. At present only used by a handful of companies including BHP, TNT, and Ericsson. Some overseas centres such as Singapore, Hong Kong, Rotterdam, Antwerp and Felxistowe have achieved major business and economic gains. o Market driven advanced telecommunication infrastructure provision has resulted in investment being distributed very unevenly . geographically- concentrated in the business nodes. This has led. to I major issues of equity and polarisation between the information-rich and information-poor. o Computer based transactions are now widespread in the banking, I. financial, travel and retail sectors. I~. SINOAIR KNIGHI" MERZ 5R046.t09.BJF:mbm:6/6/95 E-41 I I I I o Telecom has entered into 'Special Partnership Agreements' with State I and Federal Governments to introduce advanced services such as Customnet to regional centres ahead of the market demand. I o Telecom Experimental Broadband Network was scheduled to be operational by late 1994. I. o The Australian Securities Commission carries out its 'back office' ·processing in the La Trobe Valley. Urban Development and Telecommunications and Information I Technology Some commentators have described the effeCt of information technology on recent changes in urban development. New urban structures have I· been proposed that are based on information technology. These include the following: I o Knowledge Villages: where people work and live in the local community. These villages would have strong communic,ation to the outside world and to educational institutions. They would feature non I urban lifestyles. · o Edge cities and decentralisation; the information industries. The I technology means that geography is less important. A corollary is that, for a region to attract people with the right skills, the region's I livability or environment must be attractive. Future Development and Proposals A characteristic of information infrastructure is that a 'critical mass' is I required befo're a communications network can take off. Much of the discussiqn concerning investment revolves around this issue. I A second characteristic is that progress is, '· ... not limited by technology at the preserit time. High bandwidth communication is currently available - at a price. The problem is the required infrastructure investment.... any I. action that the Governm~?nt can take to directly stimulate the growth of users would therefore. be of assistance'. Consul Plan ( 1994) p 12. At present Victoria does not have a clear integrated strategy for · I development of telecommunications and info.rmation technology. ConsuiPian (1994) argues for a co-ordinated strategy and 'vision' which I would yield major .economic benefits to Victoria. ConsuiPian (1994) outlines a number" of areas in which the government I could assist. These include: o electronic open tendering D greater use of electronic document distribution between government I . . I SINClAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-4.2 . tJ I I I departments o touch screen kiosks for welfare transactions I o healthcare networks o distance education and electronic networking of schools o telematic services for· small to medium businesses; email, file transfer, I EDI, and Video conferencing o state government departments acting as a catalyst for private industry I o further development of the existing AARNet linking universities and . research centres across Victoria · o demonstration projects with local government being the first mass I user A major proposal is to develop a series of electronic regional integrated business/community networks throughout the state as a basic· framework that links investment in telecommunication infrastructure, services and I applications to regional economic development strategies, research and development, training and education, community and cultural investment, delivery of government services. ConsuiPian (1994) p15. I. This would involve development of the concept, development of regional 'starter kits', raising public awareness, and pilot projects to demonstrate I the concepts. E.4.4 Water Supply and Sewerage I Water is supplied to the South East region from the metropolitan system, however some isolated areas are supplied from local catchments. I There are a tew water supply projects currently under consid~ration, . aimed at improving the supply of water to growing areas and improving water quality: I Pipeline to Pakenham I At pre~ent Pakenham recE!!ves its water via the Bunyip Main Race. This . 10 km pipeline would enable Pakenham to be supplied from the Cardinia· Reservoir. The pipeline would run parallel to the Princes Highway and I cost around $5m. If Pakenham grows quickly then the pipeline would be duplicated - perhaps around 2005. Booting the PAkenham Basin This project would involve roofing the existing reservoir and perhaps I concrete lining to improve the water quality. The main sewers for the metropolitan area drain through the South East I Region to the South East Purification Plant at Carrum. Several sewer projects are currently under consideration: I Upgrade the South East Purification Plant This upgrading will cost around $32m over 10 years. I: SINClAIR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/95 E-431· j:· I I I Hallam Valley Main Sewer I There are various alternative designs involving gravity flow and pumping. The cost of $16.5m has thrown doubt on this project. Reuse of Effluent for the South East Purification Plant I Effluent from this plant is currently discharged into Bass Strait. Some market gardeners near the outlet pipeline have licences to use the effluent. Various schemes have been proposed to increase the reuse of I this effluent. These ·include the construction of a. pipeline to enable more distant market gardeners and flower-growers in Cranbourne to use the I effluent. Recharge of the Koo Wee Rup.Aguifer The water level in this aquifer has dropped. This scheme would involve ·I recharging the aquifer using effluent from the South East Purification Plant. · I The schemes to reuse effluent are· relatively costly compared with the cost of water. I E.4.5 The Port of Hastings Present Infrastructure The Port of Hastings has been progressively developed as a deep water .I berth since the early 1970s when BP commenced operations at Crib · . Point. The layout of the Port and the main items of transport infrastructure are shown on Figure E.5. I I The Port is presently split into three with· (i) Crib Point handling petroleum products, (ii) Long Island handling liquids ie LPG, and (iii) a steel I industry wharf to the north. A number of. anchorages are also available. Vessels of up to 165,000dwt have been accommodated in the Port. Two tug boats are berthed at the Stony Point Pier to the north. I 1. Crib Point Oil Terminal Crib Point has two berths previously used by BP but currently used I as occasional repair berths for vessels up to 1OO,OOOdwt. 2. Long Island Jetty The Long Island Jetty is used by Esso (Australia) for the export of I crude oil and LPG. The jetty can accommodate very large vessels up to 300m in length. Long Island Point is connected to the W.A.G. I Oil Pipeline and gas and oil pipelines from Gippsland. 3. Steel Industry Berths The steel industry berths are owned and used by BHP Coated I Products Division, whose steelworks are located 2.5 kilometres from the wharf. There are two steel berths; No 1. Berth generally I accommodates the Iron Monarch with cargoes of about 14,000 ~· I SINOAIR KNIGHT MERZ · 5R046.109.BJF:mbm:6/6/95 E-44 I NOTE This diagram is taken from Melbourne Hastings 1993 Port and Shipping Handbook produced by Charter Pacific. I C/ ...... Quail ...... -.· Island . (Wildlife ( I Sanctuary) : I I esommervrrle) .Mormng1on ) Tyaooe ) Dreogeo ( to 12.8 m I ) I Stony Point Jetty \\ (2 Tug Berth) \ \ \ Harbor Control Csntre \ rnd Port Depot __ _ I MELBOURNE METROPOUTAH STRATEGIC INFRASTRuCTURE STUDY SOUllf EASTER-N REGION 19te FIGURE E5 PORT OF HASTINGS EXISTING FACILITIES SINClAIR KNIGHT MERZ/NIEIR CONSORTWliL------' I !: I I I tonnes. The No 2. Berth accommodates vessels up to 45,000dwt and I is mainly used.for export cargoes to USA and Europe. Recent Trade: The Port of Hastings I The amount of trade handled by the Port over·the past two decades has been largely subject to the changing economics of the petroleum and steel industries. Table E.12 from the Melbourne and Hastings Port and I Shipping Handbook 1993 shows the trade statistics for 1980 to 1992. Of the 6 542 177 tonnes of throughput in 1992, 5 814 000 tonnes were · exports (89%) and 728 000 tonnes were imports(11%). There has been I a trend towards fewer, but larger ships visiting the·Port. Since 1991/92 there has been a general upturn in the amount of tonnage handled by the Port. This followed a period of steady decline largely due to the I winding down of Bass Strait oil production. The recent distribution of ship visits ( 1992-94) between the various berth I areas is shown in Table E.13. · Tankers typically spend only 20 hours alongside the berth. The turnaround time for the Iron Monarch is down to 25 hours (Western Port I Development Council 1994). Table E.12- Trade Statistics 1980- 1992 (Source: Port of Melboume I· Authority 1995) Commercial Shipping Cargo Tonnage (tonnes) I Yeor No. of Gross lmporls Exports Total Vessels -Tonnage 1979/00 429 9 631 841 874 287 11 039 536 11 913 823 I 1980/81 439 . 9411 470 882686 10479 686 11 362 372 1981/82 A08 8W6 743 9J6119 101301.40 11 036 259 1982!83 39 8 574 107 787 788 9 566 296 10 354084 I 1983/84 415 11 029 6tfJ 797388 12678'm 13 475 617 1984/85 430 12 511 724 708.928 149162t!l 15 625188 I 1985/86 385 11 356 201 715 497 14 015 727 14 731 223 1986/87 344 10 7.63 710 E03 081 13 623 834 14 135 915 1987/88 320 9 748 921 717 033 11 553 268 12 270 301 I 1988/89 290 7 299484 825 737 8147 339 8 973 076 1989/<;U 313 7 489 359 770000 7 cx:E 000 8679 000 1990/91 290 6 930 015 862 726 6 899 971 7 762 (97 1991/92 264 5 227 771 728 347 5 813 830 6 542 177 I .. I I SINOAIR KNIGHT MERZ 5R046.to9.BJF:mbm:6/6/95 E-45 t! l! .- 1 ! I ·I Table E13- Ship Visit By Berth Area (Source: Port Of Melboume Authority I 1994p13) Berth Area 1993/94 1992/93 I No. Gross No. Gross Reg. VISits . Reg. Tons Visits Tons Loog Island Point (Oil/Gas Exports) 165 5379 236 184 5 456145 I Steel wt-aves (Imports and Exports) 100 1 249 322 97 1 165 517 Totd Ccrgo Vlsifs to Berth 265 6628 558 281 6621 662 Non-Ccrgo Vlsilis to. Berth 1 2602 2 4622 I Totd Berth VISits 266 6 631 160 283 662b 284 V1sits to Anchor Onty 1 12985 3 112059 I Totd V1sits by Commercial Vessels 2b7 6644 145 286 6 738 343 Present Operation I Steel Steel in the form of steel slab and coil is imported from Port Kembla . (NSW) by the 'Iron Monarch' for further processing. The finished product 1 is exported via the No. 2 steel berth and to other markets in Australia. Oil and Gas 1 Oil and gas is piped Jrom Gippsland and exported from the Long Island Jetty. Destinations include Brisbane and Sydney as well as overseas. Other oil bypasses the Port on its way to refineries in Altona and I Geelong ..LPG for local markets is trucked from Hastings. Proposals for the Future I 0 TAhe Shell .Mobilf OSrh·l lmpodrtinMg bP~6posal . d . d 1-.· consort1um o e 11 an o 11 propose to 1mport cru e or 1 an off-load it at the old BP refin~ry site at Crib Point. They have acquired· the site and have planning approval. The timing of this I project hinges on economics, particularly the current rate at which the . Bass Strait reserves dry up. The consortium would import crude oil which would then be stored in the old BP refinery's ·storage tanks and I later pumped to rcfinorioc in Geelong and Altona. Beca1.rse it is ._ .difficult to accommodate both Bass Strait crude oil and ·imported crude in the WAG pipeline because the oils are immiscible, there I would be an interim stag·e when the BP site would be used purely as temporary storage. During this stage ships from overseas. would off-load half their cargo at Crib Point~ turn around and when their draft I is ·lower, off-load the balance at Geelong which has a shallow port. A ship would later return to Crib Point to take on the stored oil for refining at Geelong or Altona. · I SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-46~~ I I I o Petrol Importing I Whitemark, a company independent of the major oil companies, is proposing to import refined petrol to the Crib Point terminal commenci!lg in June or July 1995. The intention is to supply refined I oil products to independent outlets which presently are tied to large oil companies for their supplies. I o Multi Use/Common User Berth At present the terminals at Hastings can only handle specialised bulk cargo. There is no facility to handle general cargo. As the centroid of Melbourne moves to the south east the economics of importing or I exporting products via Hastings Port becomes more viable. The Port has a continuing trickle of inquiries catering for general cargo which they cannot accommodate. This general cargo relates to the I Tasmanian trade, motor vehicle imports, timber products (import and export) and brown coal product exports. At one stage the Port . Authority was close to calling for Expressions of Interest for the I construction of a general purpose berth. o Proposed Privatisation of the Port of Hastings I The proposed privatisation of the Port has many implications for· its future planning. One implication is that it would offer an independent stevedoring company the chance to operate on a 'green fields site' in I competition to the two large Australian stevedoring companies, ie · Conaust and Australian Stevedores. Development of shipping within the Port could also increase the utilisation of harbour facilities and I hence lower average shipping costs. o Port of Hastings Rail Unk to Gippsland I The Port has a poor (broad gauge) rail link at present. It connects to the suburban rail network at Frankston and must share tracks with passenger trains. Some work on this rail project was undertaken I about 10 years ago examining land availability for a rail link between Hastings and Dandenong. It is understood that a significant part of a· possible route is protected by an S.E.C easement. It is seen as very important that a good connection is made to the standard gauge I National Rail Network. E.4.6 Airports I The Region contains no major airports. Moorabbin Airport is situated on the western edge of the Region and caters for a large volume of traffic in light planes.· It is nearing capacity. Authorised Landing Areas exist at I Tooradin, Tyabb, Moorooduc, Pakenham, Berwick and Lilydale. Future demands are intrinsically bound up in the overall growth in demand in the Port Phillip Region of the four major categories of aviation: I o Airline I. - major regular public transport I. SINO.AIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-47 u•i I I I o Commuter - scheduled passenger services by smaller medium sized aircraft I o General Aviation - the sector of civil aviation which encompasses all other non military I aircraft operations. This includes recreational flying, flying training, emergency and· community services, serial work, charter services, · air cargo, business aviation. I o Military - encompasses all defence aviation I Future Demand for Aircraft Movements Figure E.6 shows estimates in the growth of passenger movements used I in the South East Airport Feasibility Study. Proposals Planning for a major new airport in the South East Region is influenced I by the following facts: ·I. CJ The two runway layout at Melbourne Airport is expected to be adequate until approximately 2010, by which time the practical · operating capacity of about 175 000 aircraft movements per annum, under existing control arrangements, will be exceeded sufficiently .I often to cause significant increases in delays. Additional runway capacity will then. be required ('Dames and Moore (1989). p 2-5). : . .· I o Melbourne Airporf(Tullamarine) will have increased capacity when . the proposed east west runway is built. I' o The demand threshold to sustain a dual airport system has been taken to be 10 million originating passengers and this threshold would be reached .in the year 201 t under 'high' trip· forecasts and in I the year 2017 under "medium' trip forecasts. o Initial developments proposed at the South East Airport for 2.6 million I annual passenger movements would include a runway of some 2 500 metres length plus a taxiway system, passenger terminal and the full range of ancillary facilities required for a domestic airport I o The South East Airport passenger traffic is assumed to be 10% of the I total Melbourne region traffic after 3 years of operation, growing to . 30% of the total traffic after 20 years·. On this basis some 2.6 million annual passenger movements. would be expected in the initial year of operation of the South East Airport. 1. o In order to .accommodate the initial and future planned airport a land area of approximately 2 000 hectares would be required. 1: 1 SINClAIR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/9S E-481.· NOTE This graph is taken from the·South East Airport · Feasibility Study undertaken by Air Plan (1994). I The forecasts are 'high' estimates for planning purposes. Median estimates a.re less than those shown here. I I I I Annual Passenger ·Movements (Millions) 60 ~ I 50~-.- ...... - ...... - .. .. ·i I 40t .... _·_ ...... I -- --1 I 30[ ...... I L I I I ~ I t- .i 20 r·. ~ I [ ... 'J ······ ' ... I . . . . . 2032 1997 2002 2007 2012 . 2017 2022 2027 I YEAR I I I I I MELBOURNE METROPOLITAN STRATEGIC INFRASTRUCTiJRE STUDY FIGURE E6 SOUTH EASTERN REGION 19911 AIR TRAFFIC FORECASTS I SINClAIR KNIGHT MERZ I NIEIR CONS.ORTIUM I I I I It is understood that the state government will consider setting aside land I for a new airport in the south east in the next few years. I E.4. 7 Education In the analysis of the South East Region, strong sub-regional disparities I of employment participation and educational attainment were observed. Two areas stood out as having relatively low level of employment persons relative to the total population; the Peninsula and the Industrial South, I particularly the area from Oakleigh to Dandenong. The Industrial South, the Eastern Growth and Southern sub-regions also had a relatively low level of educational attainment, with higher concentrations of persons ·I with no qualifications or vocational level training. This is illustrated on Graph E.5. Graph E.5 - Educational Attainment of the Population Aged 15 and Over I Levels Attained Per 1000 Persons I I I I i II Industrial East /•Industrial South I I[J Eastern Growth I ', !DSouthem ! ! • Peninsula I . !D Residential Inner East i I B South East ! i D Rest of Melbourne I I I Higher Degree Bachelor Degree Associate Diploma Basic Vocational I I SINClAIR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/95 E-491 H I· I ... I The relatively low levels of educational attainment may constrain the I future employment opportunities of residents, as the growth industries are most likely to be in the higher order tertiary services and the more elaborately transformed manufacturers. In these sectors educational I attainment tends to be an important factor in gaining employment. Discussions with the Directorate of Secondary Education indicate that the focus of many schools and students has shifted towards more academic . I subjects, reflecting expectations of tertiary sector employment. There has been a steady fall in the demand for secondary level technical I education. While this is likely to see a better matching of residents and .. jobs in the future, there is an. emerging concern that the retention rates for students with technical rather than academic aptitudes are falling. I The longer term trend towards more academic studies is likely to improve the capacity of local residents to meet the emerging needs of the labour market. 'The participation rate in university education has been low in I most of the region. The trend towards a more academic focus in education has seen ·a I downgrading· in the accessibility and attractiveness of secondary technical education. This may reduce the future availability of skilled trade and technical personnel and lead to falling school retention rates, 1- as students with technical preferences find it more difficult to continue their secondary education. The possible emergence of a pool of unqualified, unemployed persons, who previously would have been I trained in the technical system may prove a significant problem for the Industrial South and Peninsula which already have high levels of youth unemployment. In addition, the loss of a clear technical education path I from secondary to TAFE colleges and apprenticeships is likely to lead to '· a lack of suitable trades personnel for the manufacturing and machinery maintenance industries, possibly constraining manufactu~ing growth I opportunities. Trends in Secondary Technical Education The reduction in the demand for technical schooling has threatened the I viability of many secondary technical c:;olleges placing these facilities in the forefront of recent rationalisations. Within the South East region over the past five.years, some fifteen technical schools have been closed, with I only three being amalgamated with high schools: In the same period, five high schools in the area have been closed. I There are some sixteen secondary colleges providing technical subjects in the area, two of these expect some growth in student numbers, while more than half -face declining enrolments. The closures of these areas I have been related to demographic changes as well as changes in the general demand for technical courses. The closures have enabled I facilities to be expanded closer to the growing populations on the urban "' SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-50 I . \ ~ I I I fringe. I The closure of facilities has enabled considerable gains to be made in the efficient delivery of education services. But there has been a reduction in the accessibility of technical based schooling for residents in I the South East. The closure of technical schools where the teachers were required to I have some industrial experience, could have weakened the links between school and industry. The loss of these teachers to the system will reduce I the overall ability of teachers to convey realistic information about the changing nature of work, particularly in the in.dustrial sector, to students as well as reducing the quality of career guidance related to trade based . employment. 1 Programs for Secondary Schools In order to bridge the gap between schools and industry, the education department has run a "teache(s in industry• program. Unfortunately, in I many cases this has lead to a one way flow of teachers into industry with many teachers not returning to education. There is a need for continued programs in the South East to improve the interface between secondary I education and industry. This could be achieved by short term placements of teachers into industrial and commercial workplaces, development of local industry support groups for schools, possibly within I the school council structure, and strong support of the school based work experience programs. I While this study has not attempted to identify deficiencies in the delivery of technical studies at schools, the closure of a number of technical schools, or their merger into campuses with a stronger academic bias, I provides a prima facie case for concern about the future of technical education. The long term future of local manufacturing will depend on the availability of a suitable skilled workforce. Therefore, it is critical that -I student accessibility to a range of quality technical studies areas is maintained. Tile changes required niay be largely attitudinal at this stage. It is I important that the technical component of schools development should bA RAAn as complementing the academic stream of studies. I Manufacturing-In-Schools Program This should foster links between secondary schools and industry, · improving the awareness of the needs of industry and the employment I opportunities offered in this sector. In addition, the industry representatives could help with curriculum development in the schools. I The cost of a program like this should not exceed $150 000 per annum in · the initial years. These costs should reduce once the links are formalised. Industry may be prepared to provide financial support for I .. SINClAIR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/95 E-51 1- I .I I such a program. Vocational and Further Education There are currently six TAFE colleges servicing the region: Box Hill, I Casey (Dandenong and Berwick), Barton (Moorabbin), Homesglen, Swinburne and Peninsula (Frankston). These provide a range of trade and vocational training course providing accreditation certificates and at ·I times, diplomas for the studies undertaken. A wide range of short courses in business studies and trade related areas are also offered. I The coverage of the area is good with the exception of_ the Peninsula as the Frankston campus is relatively inaccessible to residents in the Flinders and Mornington Statistical Areas. This is evident in the I participation rates as calculated by the TAFE system. The overall average participation rate for the Melbourne Statistical Area is 6.6%. The average for the Peninsula.area (as defined by this study) is only 4.9%, I and in ·the Flinders area is only 4%. · The Peninsula TAFE has put forward a proposal to build a second campus at Rosebud at a cost of $4 - $4.5M: It currently operates an I extension facility at Rosebud which has enjoyed strong support, despite the limited range of progr;;1m·s. It is expected that the second campus could support an anri.ual enrolment of around .1 300 students. The I proposed course offerings would inclt.Jd.e hospitality, horticulture and · agricultural studies. These are well suited to the emerging tourism, the viticultural industries, trade training and the emerging needs of the local I economy. ·As the educational attainment levels. and employment rates of the local residents are relatively low, the provision of a training facility of this kind would address a number of soCial and economic needs. This I would appear to be a useful infrastructure project. Discussions with other TAFE providers confirm the shift towards I vocational training largely driven by growth in tertiary sector , opportunities. Trade training enrolments remain sensitive to the economic cycles, especially in apprentice based courses. There has I been a strong growth in non-apprentice trade training courses over the past few years and this trend is likely. to. continue; If the requisite skills for the emerging industries are to be developed, the TAFE sector must _ I continue to offer programs of acqredited, certificate and diploma courses and complemented skills redevelopment and upgrading programs. !n general, the area is well ser-Ved by vocational training facilities and I there are few problems of physical accessibility to TAFE facilities. The biggest problem is ensuring that young residents in the region do not fall out of the system. This problem can be best addressed at the primary I and secondary education levels and involve long term programs to promote industry awareness and positive attitudes towards the existing I and emerging wor.kplace opportunities. I SINO.AIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-52 I I I The proposal to establish a·campus of the Peninsula TAFE at Rosebud would meet some of the emerging needs of the area, and would provide I a missing piece of educational infrastructure for the area. · It is recommended that this proposal be. supported. Tertiari Level Education The region has five university campuses within its boundaries. Three of these are in the Residential Inner East; Swinburne at Hawthorn, Monash Caulfield and Deakin at Burwood. The most significant campus is Monash Clayton, which is adjoined by Deakin University's education · faculty. Monash also has a campus at Frankston and is building one at Berwick. · Physical accessibility to higher education is a problem in some places, for example, public transport linkages are weak to the Monash Clayton I campus. Also, soCial accessibility is problematic. Despite the physical I proximity of campuses, such as Monash to the traditional industrial areas, the level of enrolments from these areas have been relatively low. The problem may be more related to the attitudes and expectation of families resident in the areas. Yet, for these residents to take full advantage of the emerging employment opportunities, higher education qualifications I. will become increasingly important. The increased academic orientation of local schools may assist in I · breaking through this social accessibility barrier. Also, the trend in TAFE education to provide more vocation courses, some of which fulfil entrance or course requirements for selected undergraduate courses, is I helping to bridge the social gap in achieving higher level education. 0 Summary I · The area is well served by most levels of education, although the recent changes in the provision of secondary technical education may result in reduced accessibility and participation. The physical infrastructure of education in the area is generally good. The proposal to establish a campus, the Peninsula TAFE at Rosebud would provide a strategically sound addition to the Region's infrastructure. The main problems are the need to increase the r~rticipation rates in higher education in both industrial and hiqh qrowth areas of the region. I E.5 Transport corridors I. II SINClAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-53 I: •,'. statistical local areas of the suburbs in the Industrial East sub region (Knox, Waverley, Ringwood and Nunawading). As these account for. approximately 24 % of manufacturing output from the South East, I ~djustments have been made to the 'Gateway Melbourne' estimates. A summary of freight flows is shown. on Figure E.7. Approximately 37 million tonnes of road freight flowed to or from the I region in 1988/89 and a further 29 million tonhes flowed within the region. Of the external oriented freight approximately 31 million tonnes flowed to other parts of Melbourne, primarily to the west and north of the city, (11 I million tonnes each), to the east (6 million tonnes) and to the inner area (4 million tonnes). Country flows totalled 3 million tonnes with a further 2 I million tonnes shipped interstate. · The major source of flows to :the region were the other metropolitan regions particularly the north (12 million tonnes), the west (10 million I · tonnes), Country Victoria (11 million tonnes) and a further 3 million tonnes came from interstate. I Road Freight Flows from the South East Region to country Victoria and interstate . accounted for 55% of all road freight flows from Melbourne. This I indicates a fairly high dependence on regional trade and emphasis as the importance of the South East Arterial link and the other cross· town I links to the Hume and Calder Highways. Rail Freight Rail freight to the South East totalled a relatively low 1 million tonnes pe.r I annum in 1988/89. Approximately 60% of the inflows were from country Victoria, predominantly rock from the Kilmore area, cement from Geelong and Briquettes from the Latrobe Valley. Interstate flows include 30 · tonnes. steel slabs from Why alia in South Australia . and other inputs from I South East New South Wales. R.ail movements from the South East were a relatively low 1 million tonnes I per annum in 1988/89,· most of which flowed interstate to South Australia, Western Australia and the Northern Territory. The predominant freight flows were exports.of coiled steel largely to South Australia, Western I Australia and the Northern Territory and approximately 100 000 tonnes of glassmaking sand from Lang Lang to Spotswood. I Over the past few years the strong growth of the BHP Hastings operation has led to increased volumes of steel being moved into and from the I region. I ~·_; I SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-54 1 ' I ·NOTE Frelght news are measured In tonnes. 1hel8 eslirniiM cl eaclltlng freight are tala!n from the Melbourne Hub study (1994). I VICTORIAN COUNTRY: NORTH, WEST AND INTERSTATE I \ .5% NORTH METROPOLITAN 16% I I - I I I ·I I VICTORIAN COUNTRY EAST I· I I - I I I I I MELBOURNE METROPOLITAN STRATEGIC INFRASTRUCTURE STUDY FIGURE E7 SOUTH EASTERN REGION 11111 ORIGINS AND DESTINATIONS OF FREIGHT GENERATED IN I, SINCl.AIR KNIGHT MERZI NIEIR CONSORTIUM ______T.:..:H:..:.:E::..:,SO=UT.:..:H:..:..::EA::..=ST..:...:.;R::E:.:G:.:;:IO:.!N.:...... --l I I I I Possible Projects . I 1. Construct Standard Gauge railway to Hastings. There are at least three alternatives: I a. construct new track adjacent to the Frankston Stony Point rail line; unfortunately land is not available. . I b. run dual gauge line from Dynon Rail Terminal to Hastings. The principal issue with this scheme is the effect on suburban passenger services because passenger trains V{OUid have to slow I down to negotiate the 'points'. · c. new rail.link to the Warrigal railway line to connect to Dandenong. I 2. New rail freight terminal within the South East Region. In the long term it is considered that the Dynon Rail Terminal could be split with a · new terminal being created elsewhere. The area round Tullam~rine . I has been suggested. · Shipping I Shipping freight measured only freight shipped out of the Port of Hastings with international freight movements from the Port of Melbourne all designated as originating i'n the inner Melbourne region. Estimates I prepared by Russell Smith and Associates suggest that in 1993/94 · a·pproximately 17 % of all road freight to the inner regions was being I transhipped to the Port of Melbourne. Total trade movement in 1993/94 for the· Port of Hastings was 8.4 million· mass tonnes. Imports accounted for some 8 million tonnes, all of it I steel, while exports of 7.6 million tonnes comprised 0.4 million tonnes of steel, 5.5 million tonnes of crude oil and 0.8 million tonnes of LP gas. Coastal trade accounted for 71 %of all exports, but 93% of all steel is a· exported through the Port. I E.6 LiVability E.6.1 The Concept of Livability Livability is a concept which refers to the desirability and suitability of a place as somewhere to live and work. ·It 'includes most aspects of our I lives. It is affected by the nature of the cultural,· social, political, economic and spiritual environments, by the quality of the total physical environment and particularly the nature and form of the built environment' I (Regional Planning Advisory Group, 1993:i). The concept of livability has a number of conceptual benefits and I methodological difficulties. The major benefit lies in the emphasis which is given to the need for a holistic approach to understanding how urban ·I areas should be assessed arid appreciated. The difficulties lies in the I SINClAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-55 I I I absence of any agreement (except in the broadest terms) as to what best constitutes a measure of livability, how to measure it, or how to I compare it between different places. Given the variety of needs of different individuals and households, and how these different needs will influence how people use and feel about their urban areas, it is also I inevitable that the optimum factors of livabilitY for any household will vary, depending on that household's socio-economic, educational and cultural situation, together with its stage in its life cycle. I The concept of livability has been discussed in the Melbourne Metropolitan Strategy (1994: 23-32) and by the Regional Planning ·I Advisory Group, (1993). The latter, in particular, provides a useful introduction to the construct. The alternative categories which are proposed by these two sources are· set out below in Table E.15. I Table E.15- Concept of Uvability Uvablllty categories: Melbourne Uvablllty Categories: Regional Planning I Metropolitan Strategy Advisory Group Urba'l Form Deflnition of place, the mCJ1099ment of growth and change. I Mcnogement ot'social and economic chrnge. Urbcn services and facilities Social qnd physlcallnfrasfructure and services Pedestrta'l ortented environmenls • public trCJ15POrt I • pedesfr1an-ortented environmenls Hedth 01d safe1y Diversity Diversity of choice. I • Housing •housing • Jobs · • employment public transport and mixed use • Educaflon development . • Entertainment I Put)Jc domain Heritage and canser;vation • conServation of slgnificcrlt pbces Cultural and herttage features • provision and design of the pubDc realm • character and ldenffly Community participation in planning lnteigrated. sustainable development Performance based regulation Academic and research assels I The above categories (which are elaborated at some length in the respectiv~ documents), in themselves contain a number of complex and I qualitative issues. · In particular, the Regional Planning Advisory Group (1993) emphasises I that the concept of livability should be seen ·as an end, as different to the means to that end, which are represented by the various components of livability such as transport, infrastructure, services and employment. I.: SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-561 I I ."What is also important is that livability and culture are influenced by the I combined effects of decisions and actions about the various means· (Regional Planning Advisory Group 1993:3) I Because the construct of livability will be different for different people, and will change over time, the Regional Planning Advisory Group (1993) emphasise also the need for the community tb be able to participate in I defining what livability means to them in their particular environment and circumstances. I The quality of livability will vary. considerably across any urban region.as a result of its spatial features, their various external effects and the . consequences of varying proximity to these features. The ability for people to move about within the housing and employment markets, I together with use of the private and public transport systems, provide important opportunities for people to optimise their choices within the existing level of livability within their region. To some degree it can be I expected these variations are valuable in providing for the different states of livability that is sought. I Problems will arise where imperfect market conditions or lack of sufficient choice provide· serious limits to peoples' ability to exercise the desirable I · degree of choice. · · E.6.2 Social, Culture and Heritage The construct of livability is relatively.new and has not been subject to I any significant discussion or debate. While it appears to be a construct which is valuable in illustrating the meaning and importance of a holistic approach to urban planning, it is also likely to remain impractical to apply I in praCtice, particularly in any comparative sense. The proposal that any further development or application of the construct should involve community participation (or at least extensive consultation) is a valuable I means· to address this methodological problem: However, consultation or participation of the community at a broad and strategic level of planning - I is itself surrounded by methodological problems. In the context of this study, given the impracticability-of measuring any of the possible categories of livability, the most feasible approach will be to: I o seek to reach agreement on the selection of a number of the more important indicators of livability, with particular emphasis on those I which could be impacted by major infrastructure elements o seek to identify major deficiencies in the present location and management of these elements, particularly having regard to the I location of people who will be vulnerable to deficiencies in the provision of any element. I I SINOAIR KNIGHT MERZ SR046.to9.BJF:mbm:6/6/95 E-57 I I I Purpose of the analysis While the basic requirements for enhancing the livability of an area are I constant between areas, the detail of those requirements varies according to the characteristics of the particular population. I Basic requirements include access to housing, shopping, recreation, employment and social interaction. I ·However the details of the housing needs, for example, vary according to the age and socio-economic status of the particular community. I. The summary below aims to highlight the key variables of the population of the study area which may influence the detail of the livability . components of infrastr.ucture provision. This analysis describes the I important demographic variations within the Region's core and within the broader context described in Sections E.2.2 and E.2.3. Population I Considerable growth is projected in the Berwick/Pakenham and Cranbourne corridors whereas the central zone of Springvale, Oakleigh and Dandenong shows a fairly static situation. Thus by the year 2006, I ·the core study area is projected to comprise 22% of the population of the MSD (Source: Victorian Demographic Forecast Paper No. 3 - November I 1994). · The present core study area has a population of 561 000 (18.6%) of the metropolitan population. · I Dwellings . In 1991, the core study area comprised approximately 20,000 dwellings I which represented 16.8% of all dwellings in Melbourne. The core area, is characterised by an above average proportion of I separate houses (81.4%) compared to 70.5% for all of the Melbourne Statistical Division. The proportions of dwellings which are separate houses varies considerably within the core area as shown below. I Far higher proportions of separate houses exis~ in the growth corridors I than in the established,.older Cir~as. This suggests that fewer housing choices are available to people moving to the growth corridors; also that the lower densities will make the .. provision of social infrastructure more costly and less efficient to provide. 1 I· ..•• I I: SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-581 I I I % of separate houses I Berwick 92.6 Pakenham 91.8 .Cranbourne 92.3 I Hastings 91.2 Knox 92.3 Ringwood 81.4 I Dandenong 74.1 Springvale 78.9 Oakleigh · 77.1 I Age Structure The p~pulation of the core area are young when compared to Melbourne I as a whole. %of Core %ofMSD I 0- 14 yeos 24.5 21D 15-29 years 25A 25A I 30-44years 25.1 23.7 45-65yeors 17.3 19.2 I 65 +years 7.7 10.7 There is quite some variation within the different local government areas that make up the core, suggesting that the livability req~irements of I different areas will be dissimilar; Berwick, Cranbourne, Knox, Hastings and Pakenham tend to have above average proportions of pre school and school age children while I Oakleigh and Ringwood are below the MSD average. · I Berwick 28.2% aged 0-14 years Pakenham 27.8% I Cranbourne 28.5% Hastings 28.2% I Knox 26.3% Ringwood 19.8% Dandenong 22.2% I Springvale 21.97% ·. Oakleigh 17.4% I By contrast, the more established zones of the core area have higher percentages of older people with a consequent variation in their social needs and needs for transport, access to facilities and housing.· I . . I SINClAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-59 I... );j ..I I I Berwick 5.4% aged 65+ ·Pakenham 7.5% I I Cranbourne 4.9% I Hastings 7.3% I Knox • 7.8%. I I 1 Ringwood 11.7% · Dandenong 9.2% I Springvale . 7.9% I I Oakleigh 11.5% I Employment Characteristics I Within the core study area, just under 300,000 people were in the labour force in 1991 which represented 18.8% of the total Melbourne Labour force. I While a higher percentage of persons in the core area were in the labour force (66.4% compared to 63.0% for the· MSD) unemployment was higher. In 1991, 8.3% of the core area was unemployed compared to I 7.6% of the MSD as a whole. · There was considerable variation in both labour force participation and I unemployment between different sections of the study area. The older established more industrial areas exhibited both lower labour force participation and higher unemployment than ttie newer growth areas. I Ringwood emerges as an exception, being an older area with relatively low·.levels of unemployment. I Per~ent in Labour Force Employed and Unemployed Location Employed Unemployed Berwick 69.1 7.8 I Pokenhom 67.0 6.5 Cronbourne 70.9 7.5 Hastings 66.8 7.3 I Knox 69.3 6.4 Ringwood 64.2 6.4 ' Dondenong 62.4 11.0 Springvale · 65.6 10.8 I Ooklelgh 58.7 9.7 I Industry Sectors · . Manufacturing and wholesaling/retailing stand out as the two key employment sectors for the core areas - accounting for nearly 45% of jobs held by core area residents (compared to 36% for the MSD as a whole). I SINO.AIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-60 I· f ··.·' I .. ,. I I . The importance of these sectors also varied according to specific I locations within the study area,-.with diminished importance in Hastings,. Pakenhartl and Ringwood. · · I Percent of Residents Employed in Manufacturing/ Wholesaling/Retailing I Berwick 47;3 Pakenham 39.0 Cranbour_ne 45.3 I Hastings 36.2 Knox 44.0 I 'Ringwood 35.0 Dandenong 46.9 I Springvale 48.7 I Oakleigh. 44.6 Occupational Status Professional/Managerial occupations are under-represented in the core I area. In 1991 25% of employed persons in the core area were in a professional or managerial occupation compared to 31% for Melbourne as a whole. By contrast the occupational categories of tradespersons I. and labourers were over-represented (16.0% and 13.7% respectively). Once again the con-siderable diversity existing in the study area is illustrated by the variations in occupation category prevailing across the I study area. Some areas have considerably higher proportions of persons in professional or managerial positions. It is possible that the aspirations . and values of these different groups with respect to those criteria which I they perceive as enhancing the livability of·their residential area, will I differ considerably. I I I .. I :, I SINClAIR KNIGHT MERZ . . 5R046.t09.BJF:mbm:6/6/95 E-61 ~ ·a I I Percent of Residents Employed in ProfeSsional Managerial Positions 1- Berwick 23.9 Pakenham 30.4· I Cranboume 23.1 . Hastings 28.4 Knox 28.5 I Ringwood 33.8 Dandenong 17.6 I Springvale 19;4 Oaklelgh 22.9 I Inco me and Educational Status Corresponding· with the occupational patterns prevailing in the study I area, household income levels tend to fall into the middle band with below average percentages at the highest levels (4.3% earning $80,000 p.a. or more compared to 6 .. 5% in the MSD in 1991). Apart from small I pockets in B~rwick, Ringwood and Knox, no sections of the study area fell into the very high income earning brackets. I. Low percentages of the core-area population hold high academic qualifications - while the core area accounts for 18% of the MSD population it only accounts for 8% of the higher degrees (in 1991 ). I Similar proportions exist for other post graduate qualifications and Bachelor degrees. I By contrast 20% of skilled vocational qualifications are held by core areas residents and 18% of unqualified people reside in·the core area. I There is some variation by educational qualifications within the area, reflecting a close relationship between occupation, income and education. I I I I 1-. SINClAIR KNIGHT MEilZ 5R046.109.BJF:mbm:6/6/95 E-62 I I I Percent Holding Bachelor Degrees or Post-Graduate Qualifications in I Each Area · I Berwick 5.6 Pakenham ·. 5.4 . I Gran bourne : 3.4 Hastings 5.4 Knox .6.7 I Ringwood 8.9 Dandenong 3.7 I. Springvale 3.8 I Oak leigh* 8.1 • Monash University was within the Oakleigh boundary at the time of the 1991 Census. Ethnicitv I Nearly two thirds (66%) of the core area population was born in Australia . in 1991, compared to 69% for the whole of Melbourne. A further 10% of the core study area population was born in other English speaking · I countries. Vietnam accounted for 2% of other birth places throughout the study area, although this percentage ~ose to 7% for Springvale. I The proportion of Australian born persons varied across the study area, reflecting a wide variety of cultural backgrounds, lifestyles and · I proficiency in the English language. · · · % Australian Born Berwick 65 I Pakenham 83 Cranbourne 75 Knox 73 I Ringwood 76 Dandenong . 53 Springvale 54 I Oakleigh 53 Cultural and Heritage Features Heritage Features I . Places of Aboriginal heritage in the region are now largely restricted to the urban fringe and rural areas beyond. Sites tend to be scattered and small. They lack the advantages of visual p·rominence and robustness I which is associated with some of the more important of the places of European heritage. Their value lies in the record they provide of the I Aboriginal culture and occupation of this region which proceeded I SINOAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-63 b' I I I European occupation. Their protection and educational contribution depends on careful management. I Places of European heritage in the study area are, while considerably more robust than are those of Aboriginal heritage, similarly scattered I through the area. These places represent the various facets of European settlement and development over the last 150 years, relating to urban · I settlement in the established areas and to early pioneering settlement . and agricultural production at or beyond the fringe. Because of the relatively recent history of urban development through the I study area, it is likely that heritage places are relatively rare through established urban areas. The most significant heritage places are likely I to be scattered around the urban fringe. While Aboriginal and European heritage places can play a role in establishing the cultural environment of the region, it seems unlikely that I this role will be significant. It will depend on the level-of investment in developing an appropriate conservation and educational strategy. Culture and the Cultural Environment I Culture c.an be conceived of in two ways: through the existence of a series of practices and attitudes related to the development of a more I educated and refined series of activities concerning the enjoyment of the ·· mind and the senses. In this context there are a variety of educational and artistic activities which can be used as indicators of the level of cultural sophistication of a community: the various forms of art provide a I central element of these. The second and quiet different view of culture relates to the concept of I cultural systems. In the context of the character and management of urban areas, cultural systems consist of all the elements which make up the urban environment together with their relationships with each other. I' To understand urban culture, it is nece~sary to understand the various · relationships between the various elements. I· The most important features of the culture of the study area are so much a part of the familiar context of peoples' lives that they can only be I discerned by comparison with urban cultures. The major features are · likely to be consistent across a metropolitan area, though it is possible that, if within an overall metropolitan population there are a number of I distinctive sub-cultures, these may be found to vary in the extent to which . they may dominate different parts of the metropolis. In metropolitan Melbourne the differences of urban culture which may lead to some I degree of differentiation could include features of inner and outer . suburban areas or socio-economic differences. I. SINCLAIR KNIGHT MERZ 5R046.t09.BJF:mbm:6/6/95 I I I I The significant features of urban culture which are likely to exist in the study area include: I the predominance of detached housing, with a number of important lifestyle factors which are associated with a consumer oriented, car based transport system; reliance on physical separation of dwellings I as a means to control social interaction rather than social skills - the high value that is placed on freedom of choice and high levels of I physical mobility .I the high value that is p·laced on separation of home and work place - the higher value which is placed on men's, as compared to women's, work I - the higher value which is placed on financial obligations (e.g. those · able to afford a mortgage, as compared to those unable to afford debt) and remote relationships (e.g. with a bank manager as I compared to a neighbour) · the higher value which is placed on old-timers in a neighbourhood, as I compared to newcomers, on owners as compared to renters . .I These cultural values shape, and are likely to continue to shape, our urban environments in powerful and hidden ways. I I I :I I I I I SINClAIR KNIGHT MERZ 5R046.109.BJF:mbm:6/6/95 E-65 ------I. I Appendix F-Industry and Business Interviews I Approach I One important way of identifying infrastructure improvement priorities for the study area is to discuss current and prospective concerns and oppor~unities with a range of industry representatives. To this end, the I study team made telephone contact with 69 businesses from the area and sought views. The sample of firms included 19 transport companies, 51 manufacturers and one landfill operator, the interviews being drawn I from across the full study area. Telephone interviews were conducted because of the high cost of face-to-face interviews. All interviews were I conducted by NIEIR economists. An attachment to this paper sets out the names of the firms who answered the· telephone questions. Within the responding firms, contact was made with someone likely to I have a view on infrastructure needs. In transport firms, for example, this might be the transport or distribution manager or a supervisor, responsible for vehicle scheduling. In manufacturing firms, respondents I were more likely to be from general management and from the transport side again, since NIEIR experience with industry surveys on infrastructure priorities is that transport is almost always the area of most concern. I Responses From Transport Companies ' I' The transport firms included in the survey ranged from parcels delivery businesses, through quarry products, general freight, steel, retail distribution, waste management and port-related transport to heavy I haulage and over-:dimensional traffic. Most firms were of significant size (e.g. Linfox, TOG, Boral, K&S, Clelands, BFI). The priorities from these interviewees were quite clear. The top priority by I a significant margin was improvement to the SouthEast Arterial, between Warrigal Road and Swan Street, including construction of the Domain I Tunnel. Concerns with this route were the at-grade intersections at Burke · Road, Toorak Rd etc and the congestion that is present for much of the - d~. I The priority accorded to this route reflects the trip patterns for freight to/from the area, which includes an important amount of movement to/from the west of Melbourne, to/from the north and north-west and I to/from the port. The freight to/from the north can move by several corridors, the one chosen depending on such factors as the origin/destination within the study area. For example, the further south the I origin-destination, the more likely that the Nepean Highway will be used. In the north, travel via Bell St-Banksia Street is more usual, while sometimes the Yarra Glen-Yea route is used to access the Hume I .. corridor ..From the middle segments of the study area, more options are available. The SE Arterial potentially caters for more inter-regional freight from this area than any other major route, because of the distribution of I: SINClAIR KNIGHT MERZ 5R046.t10.BJF:mbm:6/6/95 F-1 I. I· I I I I major origin/destination areas and the geography of the area. The second highest priority, from the perspective oftransport companies, is improvement to north-south movement. This mainly related to concerns I about Stud Road and· its congested state at peak period and its two lane status at the northern end. At other times, this route was not thought to be too bad, although there was some concern about surface roughness I in the High Street Rd to Fern Tree Gully Road section. There was strong support for the idea of developing the Eastern leg of I the outer ring to assist north-south movement, with the Scoresby Bypass as the first stage of this route, although this only had about 60% of the support of the upgrading of the SE Arterial. If the problems on Stud Road could be solved; the need for the Scoresby Bypass might be deferred. I The major movement patterns served by the Scoresby Bypass would be intra-regional, although it would be of benefit for traffic to/from the Hume corridor and Tullamarine, particularly if there was no SE Arterial upgrade I (inc. the Domain Tunnel). Given that the state has accorded top priority to theSE Arterial and Domain Tunnel, the Scoresby Bypass would mainly be of potential benefit to inter-regional freight to/from the north of the I study area. Third highest priority for transport companies was upgrading the I Dandenong-Hastings Road (now known as Westernport Highway). This project is currently underway. The high volume of traffic on the road, high proportion of trucks in this traffic mix, and narrow condition of the road I for much of its length, indicate the urgency of improvement. The Scoresby Road, Bayswater Road, Dorset Road, ·Mountain Highway I area was the next highest area of concern, linked to lack of route connectivity and congestion associated with the requirement for turning movements. This problem did not seem to be strongly related to the case I for the Scoresby Bypass as a through route, being more related to access to/from industrial/retail areas in this area, from places such as Dandenong and Clayton. The Bypass would help some of these I . · movements but some of those concerned about these problems had multiple stops and may not use the Bypass. Beyond this set of concerns, the remaining priorities were relatively I minor. The general level of congestion in the inner area was a concern, aga,in reflecting the inter-regional movements to/from this area. The I. number of low bridges in the inner area was a particular concern of some . respondents involved in over.:dimensional movement. Also, there was concern about congestion on a number of north-south routes from Springvale Rd (e.g. congestion at the rail crossing near Maroondah I Highway) to Warrigal Rd (between Centre Rd and the SE Arterial, again linking. to concerns about that Arterial). I I SINOAIR KNIGHT MERZ 5R046.t1 O.BJF:mbm:6/6/95 F-2 tJ I I I Apart from the Dandenong-Hastings Road, there was little concern about movement to the south (e.g. Frankston, the Mornington Peninsula) and I little concern about east-west movement in the Clayton-Moorabbin direction and thereabouts. There were seen to be a lot of options for east-west movement, although directness was less than might be ·I desirable. This was n<;>t emphasised as a high priority. Two other notable points from the transport interviews were the practice I of scheduling movements to avoid the most congested times and routes and the difficulties posed by differing hours of operation of some businesses. For example, the port opening hours were a concern to I~ several operators, because of the limits this put on hours of delivery and pick-up. Similarly, receival tiours at some retail premises were thought to lead to more freight vehicles having. to be on the road at congested times I than would be needed und~r longer opening hours. Scheduling to avoid congestion peak times and locations is obviously a cost-saving measure -~ but one which more properly reflects the costs of congestion on business operations. Manufacturers Transport Concerns Transport concerns were the major infrastructure concerns expressed by manufacturers. Representatives of manufacturers typically have concerns which are more localised· than those expressed by transport companies. This is related to the fact that most manufacturers typically contract out their transport requirements and the problems are faced by the transport I companies. What goes on near the front door is typically the thing that concerns manufacturers. · I The most common transport priority seen by manufacturers, nevertheless, was the difficulty of access to the Hume corridor, including to the Tullamarine airport. This was slightly ahead of concerns about access 1- to/from the west, reflecting the general balanc·e of inter-regional freight movements. Many firms followed this through to suggesting the need to upgrade theSE Arterial and build the Domain Tunnel, although the more ·.1 common response was to indicate the corridor problem. It was noted that not many trucks actually need to go to the city but that the structure of I the road network means they often have little alternative but to travel in this direction (e.g. to go to the Hume). These comments reflect on the case for the Scoresby Bypass, although the chances of extending that I route right through to the Hume corridor as a full corridor solution must .. be of some doubt, because of the lack of right-of-way in the north-east. The Scoresby alternative was not noted as ofteh as the need to upgrade the SE Arterial and build the Tunnel as a priority for the area. I. ' Particular arterial roads seen as needing attention by a number of manufacturers were Greens Road (as an alternative to the Princes I. SINClAIR KNIGHT MERZ 5R046.t10.BJF:mbm:6/6/95 F-3 I_- 1·: I I I Highway or the $E Arterial) and Princes Highway itself, particularly in the I vicini~ of Dandenong. The designation of addi~ional 8-Double routes was also seen as a valuable initiative. I Turning now to the "front door", the need to put more t;>reaks in median strips, to enable trucks to do U-turns, was a verycommon concern of manufacturers. Some of the roads mentioned in this regard were I Springvale Rd, East Boundary Rd and Cochranes Rd. This was closely followed by concerns about the angle of tum into service roads from main arterial roads, these angles being seen as too sharp for many trucks. I Trucks have to slow considerably, holding up traffic on the arterial, as they swing into the service road. Similarly,. the slow acceleration of trucks I when leaving service roads at a tight angle also slows arterial traffic. Another common conc"ern of manufacturers was the presence of roundabouts in industrial estates. These were seen as creating problems I for truck movements. Parking on-street, especially near entry gates, was also an issue, although some areas indicated that there was ample parking space on-site, because of council planning requirements. I These local access concerns are partly related to changes in the size and weight of trucks servicing industrial and re~ail premises. Table F1 sets out the changes in allowable gross combination mass and length of I an articulated vehicle over the past .fifty years. Axle limits were 31 tonnes GCM in 1966 but have since increased to 42.5 tonnes, this limit being currently under review. Lengths have increased by 5.7 metres from 1966 I to 1993. These increases in length, in particular, bring into question some · of the road standards used in ·industrial estates and related traffic management measures, such as roundabouts, geometry of service lanes, I etc. The data in the table also help explain the falling attraction of many older industrial estates, where road .widths (and site areas) are frequently inadequate for vehicle access at currently allowable size. Logistics I productivity is increasingly seeing freight moved in larger vehicles. Access probiems for such vehicles tend to lower the value of industrial I sites. · I I I I I SINOAIR KNIGHT MERZ 5R046.t1 O.BJF:mbm:6/6/95 F-4 I I I Table F.l- Articulated Vehicle Mass and Dimension Umils , I Gross Combination Length of Vehicle Year. . Ma$s (Tonnes) · (Metres) 1942 13 I 1966 31 13.3 1976 36-38 15 1981 38-38 17 I 1985 41-42.5 17.5 1993 Under review 19 I Congestion at traffic lights for turning movements was a common concern of manufacturers, with these problems being typically isolated I (because of the wide range of areas from Which the sample was drawn). Some examples of sites of concern were at the intersections of Cochranes Rd and Roberna Rd, Cochranes Rd and Chesterville Rd, I Hewitt and Keys Rd, Nepean Highway Service Rd near the Gas and Fuel and Mountain Highway and Jersey Road. I A quite common concern expressed by manufacturers was the lack of public transport services available for their staff. This concern was · expressed, for example, by some firms in the Braeside area. Most firms indicated, however, that private cars were used by most of their I employees for the journey to work. Absence of services from the bayside area to the core of the study area and the lack of a rail service to· . Waverley/Mulgrave/Rowville were some of the deficiencies noted. I One major manufaCturer suggested that the case for a standard gauge link to Hastings should be examined, linked through to the port area and I the Adelaide-Sydney routes. Other lnfrastracture Priorities Two main infrastructure concerns, ·additional to transport priorities, were identified. These related to power reliability and drainage problems. A significant number of firms indicated concern about the reliability of . I power supply, particularly In the Moorabbin area but.also elsewhere (e.g. · Scoresby, Netting Hill). Back-up capability was available in-house for many firms, at considerable cost, because of the potential costs of loss I of supply for ·production processes. On balance, the firms expressing this concern with power reliability thought that improving power supply would be more valuable than improving transport infrastructure. However, many I more firms argued for transport improvements than saw power supply as a problem. · In some areas, the present storm water system was seen to be designed I SINOAIR KNIGHT MERZ · SR046.11 O.BJF:mbm:6/6/95 F-5 I I·: I I I for a lesser amount of industrial roof area than currently exists in some I parts of the area, resulting ·in flooding at times of heavy rains. These overload the capacity of"the drainage system and can flood roads and, occasionally,· factories. In one case the factory flooding was attributed to I poor design: In most cases, it was noted that the floods had to be very heavy to cause problems. Moorabbin (e.g. cornerof Keys and Chesterville Roads), Dandenong and Cheltenham were some of the areas I where drainage problems were noted. The only other service deficiency noted on a few occasions was the lack I of child-care facilities in the industrial areas. Respondents from Dingley Village and Noble Park, for example, expressed this concern. I Summary The industry·survey suggests that the following projects should be I considered further: o upgrading theSE Arterial and building the Domain Tunnel; I o improving Stud Road/developing Scoresby Freeway; o improving arterial roads in the Scoresby Rd, Bayswater Rd, Mountain I Highway, Dorset Rd area and in the Springvale Rd to Warrigal Rd area for north-south movement; · I o improving Dandenong-Hastings Road; o improving the design standards of roads used by large trucks, I particularly in industrial estates and providing access to/from these estates; I o improving the reliability of power supply to industrial estates, especially in Moorabbin area; I o improving drainage capacity in. some spot locations; o improving public transport to the Mulgrave area ~nd between the I Frankston/bayside· area and the core of the study area. Provision of improved child-care facilities was also noted as an issue I which should be pursued further, as a means of improving the attractiveness of industrial areas as work environments. I ·I I SINClAIR KNIGHT MERZ 5R046.t1 O.BJF:mbm:6/6/95 F-6 I I I Appendix G- Long Ustof Projects I I Nq. I Type I.Description I 1 Road Develop Scoresby Transport Corridor I 2 Rail (Freight) Standard gauge railway to Hastings 3 Road Develop Dingley Freeway By-pass I 4 Communications Introduction of Information Networks - education - hardware I 5 Public Transport Personal Public Transport (combination of taxi-type service, ··' sub-taxi fares and communication network for traveller orders) - area demonstration, or other less technology-oriented local public transport initiatives I 6 Public transport Seeding funds to maintain high public transport service levels during growth phase of new residential release areas 7 Non-motorised Develop regional off-road bicycle path network I 8 Port Multi-user shipping berth at Hastings 9 Airport Reserve land for airport footprint . I 10 Road Many roa~ duplication schemes servicing residential development 11 Road Toll .on Morning ton Peninsula Freeway 12 Road Upgrade of roads to Melba Freeway and beyond 13 Port Importing of refined oil products via Crib Point terminal I 14 Port/pipeline Importing of crude oil via Crib Point/WAG pipeline 15 Road Duplicate Western Port Highway from Cranbourne Road to I Hastings 16 Road Pakenham Bypass 17 Road Berwick Bypass I 18 Road Mornington Peninsula Freeway (past Frankston) 19 Road Cranbourne Bypass I 20 Road Westall Road Duplic.ation 21 Road Westall Road ~rade separation at railway crossing .. I 22 Road/ Electronic pricing of roads Communications 23 Rail (Passenger) Double deck trains for Ringwood/Caulfield rail line I 24 Rail (Passenger) Third Track on Ringwood line 25 Tram Extension of Burwood Tram to Knox City I. 26 Rail (Passenger) Frankston to Baxter rail electrification 27 Rail (Passenger) Pakenham Line increase in service capacity I· SINClAIR KNIGHT MERZ 5R046.t15.BJF:mbm:6/6/95 G-1 I I I I No. Type Description 28 Rail (Passenger) Caulfield-Dandenong Line capacity upgrade I 29 Rail (Passenger) High Sp~d Rail Unk : Melbourne Airport to Dandenong . 30 Rail (Passenger) Dandenong-Hastings Road/Rail Ryovei" I ~1 Rail (Passenger) Dual Track beyond Upper Ferntree Gully station 32 Rail (Passenger) HeaVy Rail or LRT Service to AFL Park/Monash I 33 Rail (Passenger) Upgrade & development of modal interchange - Oakleigh 34 · Rail (Passenger) Upgrade & development of modal interchange - Caulfield 35 Rail (Passenger) Ulydale station relocation I 36 Rail (Passenger) Lyndhurst stl!tion - new station on Cranbourne line 37 Rail (Passenger) Cranbourne line extension to Cranbourne East etc I 38 Rail (Passenger) S E Melbourne Airport Rail Link Loop Line - Cranbourne - SE 39 Rail (Passenger) Cranbourne-Dandenong Rail Une duplication I 40 Rail (Passenger) Ringwood Station Upgrade 41 LRT Frankston to Cranbourne LRT via Frankston Road I 42 LRT Dandenong to Frankston LRT via Dandenong-Frankston Road 43 LRT Dandenong to Edithvale LRT via Cheltenham Road/Springvale Road I 44 LRT Dandenong to.Cranbourne LRT via Sth Gippsland Highway 45 LRT Dandenong to Cranbourne LRT via Princess Highway/Narre Warren Ad I 46 LRT Dandenong to Ringwood LR.T via Scoresby Freeway Reservation I 47 LRT Dandenong to Ringwood LRT via. Stud Road 48 LRT Dandenong to Ringwood LRT via Springvale Road - 49 Traffic Enforce local speed restrictions I 50 Traffic Improve flow along Princes Highway 51 Road Unk road between S E Highway and Princes Highway I 52 Road Unk freeways for north and west acce-ss 53 Traffic Remove roundabouts in industrial areas I 54 Traffic Widen breaks in median strips and increase frequency 55 Road Widen S E Arterial after Toorak Road I 56 Traffic Truck route from S E Melbourne to D~ks Area 57 Road Widen Stud Road (3 'lanes all way) I 58 Traffic More 8-Double routes around Melbourne I SINOAIR KNIGHT MERZ 5R046.t15.BJF:mbm:6/6/95 G-2 I I I No. Type Description I 59 Policy Government to better enforce Dangerous Goods Act 60 Road Widen Howley Road I 61 Road Through road from Kimberly Road to Frankston Dandenong Road 62 Traffic Traffic lights at : Cochranes Road/Roderna Street I Cochranes Road/Chesterfield Road Hewitt and Keys Roads Nepean Hwy Service Road (near Gas & Fuel) I. Mountain Hwy/Jersey Road 63 Traffic Extend Tabbita Street parking/widen Tabbita Street I 64 Road 4th land on Warrigal Rd between South and Centre Roads 65 Traffic · Break in median strips at Cochranes Road 66 Traffic eliminate. sharpness of corner into South Road from Nepean I Highway to reduce bulk container problems 67 Road Widen Kingsway I 68 Traffic Install deceleration lane for trucks in Wellington Road 69 Traffic Hammond and Greens Road corner - needs right hand turn assistance I 70 Road Increase capacity of Boundary Road and Greens Road from docks to Dandenong 71 Power · Improve reliability of regional power supply I 72 Water Increase capacity of stormwater drains in industrial areas 73 Public transport Transport hub at Ringwood . I 74 Water . Upgrade capacity of the Main Drain through Koo-wee-rup Swamp to protect agricultural land from flooding 75 Water Development of a regional drainage plan to protect Western I Port Bay from siltation and· run•off from construction activity - 76 Water Use S E Airport buffer as part of a region SINOAIR KNIGHT MERZ 5R046.t15.8JF:mbm:6/6/95 G-3 I ..------I I I I I No. Type Description 84 Program Education and training for : - small business management I - tourism/hospitality -.telecommunications: capability and utilisation - knowledge of the region . - environmental management/economic development I - knowledge and technology transfer 85 Policy Retention of chicken farming in region I 80 Policy Maintenance of Koo Wee Rup Swamp project 87 Tourism Program of development of key tourism infrastructure I 88 Tourism Program of tourism promotion 89 Air Program to attrac.t regional air services to Mornington Peninsula I 90 Agriculture Develop planning and land management structures to protect high quality agricultural land and significant rural industries from urban encroachment I 91 Non-motorised Further development of the non-motorised transport routes 92 Waste Region-wide recycling program I 93 Public transport review intermodal connections of public transport services .. 94 Cultural Performing Arts Centre - Dandenong/Monash University 95 Road Extend the Scoresby corridor from Dandenong to Frankston I 96 Tourism Reconstruct Kananook Creek retaining walls 97 Rail (Passenger) Upgrade Frankston railway station I 98 Recreation Regional boat launching ramp at Olivers Hill 99 Recreation Safe boat harbour and redevelopment of Kananook Creek mouth I 100 Land use Rezone land for office/technology precinct adjacent to · - Frankston District Centre I 101 Road Upgrade the Hallam Section of the Princes Freeway 102 Communication Elimination of the 03/059 STD dichotomy in the region 103 Road Hammond Road Bridge : flyover and inner ring road for I Dandenong 104 Airport Provide a regional domestic airport facility linking with international services at Tullamarine I 105 Cultural Enhance the facilities and amenity of Dandenong Market 106 Communication Extend the fibre-optic network into the Mornington Peninsula I 107 Road Duplicate the Bass Highway from South Gippsland Highway to Phillip Island I 108 Road Connect Springvale Road to the South Gippsland Highway I SINClAIR KNIGHT MERZ 5R046.t15.BJF:mbm:6/6/95 G-4 I 'i ;\1 I I I No. Type Description I 109 Road Extend transport links from Frankston to Monash University campus I 110 Road Development of a Melbourne Ring Road 111 Road Development of an adequate transport network in and around Knox light industrial area I I 112 Road Upgrade Western Port Highway between end of S E Arterial to Cranbourne-Frankston Road 113 Road Duplication of Clyde Road between Berwick T AFE and Monash Berwick Campus 114 Cultural Performing Arts .Centre/lecture theatre at Monash University Berwick campus I 115 Rail (Freight) Construct direct rail connections between Hastings and Gippsland 116 Housing Design and develop demonstration projects of innovative I approaches to housing development 117 Rail (Passenger) Construct a rail loop between the Bayside Corridor and the. South East Corridor I 118 Road Upgrade road access from S E Region to Tullamarine Airport 119 Road Unk Dorset Road to Wellington ·Road in Narre Warren North I 120 Freight Develop Dandenong saleyards site as a freight transport interchange 121 Ferry Expand regular and chartered ferry services for Port Phillip and I Western Port Bays 122 Rail (Freight) Develop transport links between La Trobe Valley and Western Port I 123 Water Upgrading of Bunyip"Main Drain from Cora Lynn to lona 124 Water Construction of five large stormwater facilities in association I. with retardin_g basins and potential stormwater re-use facilities - to protect Western Port Bay from further deterioration of its sea grass beds and other adverse impacts caused by turbid run- off from development sites. I 125 Water Integrated airport and water re-use/treatment facilities 126 Planning Hierarchy of activity centres with cl~8!_functions I 127 Land Use Monash University Precinct - focus on livability 128 Planning Dandenong Centre Growth Program I' 129 Land Use Partial lnfill of Green Wedge 130 Land Use Urban Villages projects 131 Land Use Facilitation of mixed use in new growth areas 132 Planning Develop desired hierarchy and pattern of retail centres I SINOAIR KNIGHT MERZ 5R046.t15.BJF:mbm:6/6/95 G-5 I I I AppendiX H-Response to Advertisement I As an input to the South East Region Strategic Infrastructure Study, , I comments were sought from interested parties on appropriate additions to the South East Region's stock of infrastructure which would either build on strategic opportunities for development or alleviate developmental 1 constraints. The following provides a summary of submissions received: Organisation: · Momington Peninsula Business Council Inc Contact Person: J.A. Penna/John Jenkin I Mornington Peninsula Business Council provided the following points regarding their role as it relates to regional economic development and I their views on strategic infrastructure issues in the South East Region: . ' D Mornington Peninsula Business Council (MPBC) supports a balanced I approach to economic development, employment opportunities for local residents·and the maintenance and enhancement of I acceptable environmental quality on the Mornington Peninsula. Early planning of infrastructure needs to cope with these interrelated elements is the only way to accomplish the emergent regional objectives. · I D MPBC's own strategic studies have highlighted the need for considerable improvement in regional transport linkages in relation to I the roles to be played in economic development and building on regional assets such as the Port of Hastings. D The Business Council's vision for the Mornington Peninsula places I considerable emphasis on its lifestyle appeal as both a place to live and to visit. 1·. D MPBC believes thatfuture work patterns will encourage present trends to work locally, and often from home for at least part of the working week. Telecommunication strengths, and increased I educational facilities, will both be of vital importance in the future role of the Peninsula in economic performance and community well-being. In project terms, the extension of the 03 network to the I Peninsula would be an infrastructure improvement of considerable importance. I D From the tourism perspective, the two bays are of vital importance - but they are currently under-utilised: The provision of physical infrastructure by Government in the form of safe harbour/haven I boating facilities at strategic locations such as Frankston and · Rosebud would pave the way for these foreshores to become popular people/pleasure craft/recreation/entertainment centres, provide a substantial number of employment opportunities and be I commercially attractive for development projects. I SINOAIR KNIGHT MERZ 5R046.t12.BJF:mbm:6/6/95 . H-1 I I I .... I Org~nisation: Woodward Clyde Consultants I Contact Person: Mark Tansley Consultants Woodward Clyde provided the following information on a I study currently being undertaken on behalf of the South East Region Waste Management Group, noting that ttie study should be given appropriate consideration when identifying projects/programs aimed at I infrastructure provision in Melbourne's South East: o .Woodward Clyde is currently undertaking a study for the South East I Region Waste Management Group (the municipalities of Frankston and Casey are involved with this group). The study is examining twelve pqtential long-term landfill sites (mainly sandpits) in I Cranbourne. o . However, urban encroachment poses a significant threat to many of these potential sites which may .be ruled out as a result. Potential I environmental constraints may also see a number of other potential sites being ruled out.. I o The waste management study is presently in its initial stages and is scheduled tobe on display in September, 1995. 'I Organisation: Casey City Council Contact Person: Phil Walton I Casey City Council raised the following points regarding strategic infrastructure issues in the South East Region: · I o Regarding transport, the State Government is presently maintaining existing roads in Melbourne's outer South East, but is not providing . sufficient funding for the upgrade and development of new roads. I Of particular importance to the region is the need for a better north-south intra-regional arterial link between the southern and I central sub-'regions. o Public transport - the State Government in line with its current transport objectives, has 48% of train stations along the Belgrave line earmarked to be premium railway stations. However, along the I Pakenham ·and Cranbourne lines in the· outer South East, the corresponding figure is only 20%. This appears to be inadequate given the anticipated rate of population growth in this area in the I next d.ecade or so. o Regarding tourism and·recreation, the Cardinia Creek Parklands, I comprising a major multi-purpose linear park north of Berwick, are in the initial planning stages. It is anticipated that the parklands will I protect the Cardinia Creek and environs and provide a major I SINClAIR KNIGHT MERz 5R046.t12.BJF:mbm:6/6/95 H-2 I I I recreational resour-ce for the region. I Organisation: NIA Contact Person: ~arrie Dexter (local resident) I Local resident Mr. Barrie Dexter provided his. plans outlining a case for · examining the role of Waverley Park as a tr~nsit exchange servicing I Melbourne's South Eastern suburbs. Mr. Dexter's report raises the · following key points: o Limited access to public transport in Melbourne's South Eastern I suburbs places heavy reliance on the motor vehicle for the movement of people and goods. In the past 30 years population has rapidly increased in Melbourne's ·outer South Eastern suburbs I and these suburbs have developed without proper integration with the railway system. o Transport is ttie major infrastructure cost in newly developed urban I areas, contributing more than 60% of capital costs in all identified growth areas in Melbourne and major regional centres. I. 0 Reliance on the motor car as the principal form of commuter and freight transport has resulted in severe peak hour traffic congestion which increases costs of vehicle operation and adds to costly delays 1 for business and private individuals alike. The automobile is also a · major-source of pollution, placing a strain on-the natural· environment. In addition, the fact that many people in the South I East are remote from public transport means those without regular access to a car are faced with social isolation. These problems highlight the need for better integration between public and private transport in Melbourne's South East. 0 Strategically located vacant or under-utilised sites suitable for extensive car parking and as a transit exchange afford the opportunity, with relatively little infrastructure cost, to integrate the use of private arid public transport. Waverley Park meets these I .~: criteria. The Australian Football League (AFL) is currently showing an interest in developing surplus land surrounding Waverley Park. A I condition of development provides for upgrading of landscaping and . :· car park drainage. Under changes to permitted uses and purposes of the land, development opportunities would include a hotel/motel, I entertainment stadium, convenience stores, petrol station and offices : which are all.compatible to the.car parking areas being used as an interchange with buses taking people to nearby railway stations I (Huntingdale, Glen Waverley) or perhaps in some instances direct to their area of work. I. SINOAIR KNIGHT MERZ 5R046.ti2.BJF:mbm:6/6/95 H-3 I I I I o Given the necessary co-operation between the State and Local I Governments, transport providers, developers and the AFL, there should be·no major barriers to immediately undertaking a detailed I feasibility study of this proposal. I I I I' I I I I I I I I I· I I SINOAIR KNIGHT MERl 5R046.112.8JF:mbm:6/6/95 H-4 I I, Appendix 1- Workshops 1 & 2 Reports I Workshop No. 1 I Workshop Attendees The first workshop was held at Monash University and· included the following participants, This list also includes the names of those I interviewed separately as part of the study. Alec Atkins - Mornington Peninsula I·, John Bailey, Director- Urban arid Accessibility Section Rail Branch, Dept of Transport I David Baird, Acting Regional Manager - Port of Hastings I Tim Brasher, Executive Director- Mornington Peninsula Tourism Forum Don Cameron - Monash City Council ·I Russell Coster - City of Monash I Peter Clarke, Area Manager - Australia Post Ron Cleaves. Associate Director- Frankston College of TAFE I Mark Fookes - Lend Lease Sandra George- Job.s for South East Taskforce Inc. I Greg Gleeson, Director - Administrative Services Dandenong and District Hospital I Richard Head, Town Planner - Frankston City Council I, Michael Hedt, Regional Manager - Department of Business and Employment I Elaine Herbert - Public Transport Corporation Freight Services Division Tony James - Municipal Association of Victoria I Allistair Kellock, Project Manager - Metropolitan Strategy Department of Planning and Development I Tony Kelly, Manager Water Strategy - Melbourne Water Corpo~ation I Janine Kirk - Dept of Business and Employment I SINClAIR KNIGHT MERZ · 5R046.113.BJF:mbm:6/6/95 1-1. I ------I I .I Jonathon Leitch, Manager - Grot.Jnd Operations Australian Football I League ·I· Gordon Logan - Wastewater Planning Engineer South Eastern Water Ltd Elizabeth Maddison, Executive Director Support Services - Monash Medical Clinic I Ron Mason, Managing Director - Western Port Development Council I Bronwyn McDonald -.Dept of Agriculture Pat Meehan - Manager Planning Metropolitan South East Region I Vic Roads John Mitchell, Chief Executive - Baw Bay Shire Council I John Moore - City of Greater Dandenong Roger Mould, Business Manager - Bulk Commodities Public Transport I Corporation' Freight Services Division I John Murrell - Shire of Cardinia Bill O'Neill, Manager - Enterprise Development Western Port Development I. Council David Pope, Manager, Strategic Planning - Knox City I Andrew Riddle - Retail and Marketing Manager Dandenong Valley United Energy · I Sandra Smith - Western Port Development Council Peter Soding, Manager - City Development City of Kingston I Ms Lois Stevens, Associate Director - Casey College of TAFE I . Ed Taylor, Manager Asset Planning- South Eastern Water, Frankston Claire Thomas ~ Department~of the Treasury I Peter Tesdorpf, Manager- Regional Development Program Department of Housing and Regional Development · I·· John Trahair, Manager -. Urban Planning Melbourne Water I I SINOAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-2 ;"i. Phil Turner, Manager - Strategic Initiatives Maroondah City Council I . John Usher- lnvicta Otto VandeVelde, Senior Facilities Officer (Planning) Directorate of School I Education - South East Metropolitan Region Melaine Virtue - South East Resource Action Centre I lan Wall - Grenda Bus Services 1:· Phil Walton - City of Casey Lionel Walwisch, Regional Investment Manager- Telecom Australia I Kim White - Executive Officer Outer Eastern Municipal Association I Chris White - Regional ~evelopment Officer La Trobe Shire Council . Prof Tony Wong, Professor of Civil Engineering - Department of Civil Engineering I Jeremy Wood - City of Greater Dandenong I Bill Young Dept of Civil Engineering Monash University I John Jenkin Martin Thomason- South East Water Ltd I Introduction I The Workshop participants were advised that the South East Region Strategic Infrastructure Study has two major objectives: I 1.. To identify specific actions, projects and programs that will. facilitate sustainable economic development within the South East Region through the provision of appropriate infrastructure; Arici I 2. To develop a structured set of urban management proce~ses to facilitate the delivery of strategic infrastructure projects/programs in conformity with wider developmental objectives, especially the I Melbourne Metropolitan Strategy (in preparation). I I SINOAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-3 I i·: I . ' I I The purpose of the workshop was to gain the participation of key I organisations and individuals in the process of identification, prioritisation and implementation of strategic regional infrastructure. Discussion was initiated by drawing on the strategic features of the South East Region I and by highlighting the region's key strengths, weaknesses, opportunities and threats. An overview of the strategic framework surrounding the South East Region Infrastructure Study. · I \ The information sought included: I o Participants' views and opinions regarding existing shortcomings and future opportunities for regional infrastructure of significance to . regional economic development. Identification of specific projects I and programs. o Participants' views regarding their role as it relates to the provision or use of regional infrastructure and the role of government agencies,. I institutions or the private sector. o Prioritisation of proposed infrastructure projects/programs. Are there I significant issues for the sequential provision of physical infrastructure? I o What issues must be addressed in terms of co-ordination between the various tiers of government, government agencies, I government/semi-government institutions and the private sector? Following the presentation participants were split into 3 groups broadly representative of the Northern sub:-region, the Central sub-region and the I Southern sub-region. · I· Northern Sub-Region Discussion Group Workshop participants were asked to provide their views on strategic infrastructure issues in the South East Region. The {allowing comments I were made: o The Northern Area of the Study Region has different economic I characteristics to the Central and Southern areas. For example: ' the North has experienced greater growth in high-tech industry than the rest of the region; 'Other Manufacturing· growth I illustrates this trend. I I I SINClAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-4 I I I Commercial activities and professional occupations are claimed I to be more highly represented in the North than in the rest of the region. The North offers a high quality living environment which business owners and managers find attractive and can afford. Consequently, many of the area's businesses are owned and/or operated by people who live locally. I o Dandenong is not seen as an important centre from a northern ·perspective.· The northern hub is seen to be Ringwood. The . I perceived limitations of north-south transport links are seen to reinforce this orientation. I 0 Not only are north-south transport links seen to be congested but public transport using these routes is seen to have significant service deficiencies. For example, inadequate access at each end I . of the north-south bus routes hinder th~ achievement of reasonable transit times. I 0 Adequate east-west transport links are seen to be more important for the economic health of the North than are north-south links. The perceived lack of a comprehensive road system which facilitates I access to arid from the North sub-region from the west and north, for both people and freight, is seen to be of highest priority for the sub-region. These issues may best be addressed by infrastructure investment outside the South East Region, eg. at the western end of I the Eastern Freeway, or in central Melbourne to improve access to the docks. · · I 0 The question was raised whether links between the North sub-region and the rest of the South East Region, particularly in macro-economic· terms, were strong enough to warrant their inclusion in the same study area. 0 Inadequate access to the airport at Tullamarine is seen to be an issue for the North. However, it was felt that development of an airport at or near Clyde in the south eastern part of the region would not solve tho problem. Similarly, while alternative future roles for Moorabbin Airport were thought worthy of further consideration, access from the North was thought to be no improvement over access to Tullamarine. 0 It was recognised that the high level of car ownership in the north eastern part of the region was both a response to the difficulties of . servicing a dispersed population with public transport and a contribution to the continuation of existing inadequacies. Nevertheless, improvements to public transport in the area would be 1.: SINCLAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-5 I f ·, 1- I I I possible and patronage could be raised through: provision of more links between modes and more variety of I public transport services, including line haul bus routes; most importantly, major improvements in service reliability are needed. For rail this would require significant upgrades of track I work and signalling. METROL should be improved and extended throughout the region; and I transport interchanges should only be developed after these system and serVice improvements have raised public I confidence in the system. o Access to higher education is· seen to be an issue based on the observable gradient across the area from west to east, of the . · I incidence of people with qualifications. The establishment of the Swinburne campus· in Lilydale will go some way toward addressing· this, but will require complementary development of modes of transport access. Some form of public transport loop which could I connect Monash University (Clayton) and each centre of higher education and skills training at the urban periphery, ie. Lilydale, I Berwick and Frankston, would be advantageous. · o An allied issue is the perceived transport isolation of both Monash University. and AF.L Park with their lack·of direct access from the I east. A light rail connection from Huntingdale via Monash University along Wellington Road to AFL Park is seen to be an obvious infrastructure enhancement, but this would not address the issue of I access from the east as would an appropriately structured bus route loop.. · I Project Proposals: o Improve access to and from the region from the nor~h and west, I particularly for freight., by a range of measures including: Up-grading access via the Melba Highway to the Hume I Highway and the north. Forging a direct, freeway standard link between the Eastern and Tullamarine Freeways, together with improved connections B between the Eastern Freeway and the Melbourne CBD. Creating improved access to the docks for freight transport I coming from the east. o Up-grade the reliability and frequency of public transport, particularly I fixed-rail modes, through improved track work, signalling and the I SINClAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-6 I I extension and up-grading of METROL. I o Alongside or following this program of investment, undertake the development of transport interchanges at strategic nodes throughout I the region. 0 Develop public transport loops connecting the centr_es of higher education and skills training around the east and south east.· I 0 Build a light rail link from Hunting dale to Monash University and AFL Park. I·.. Central Sub-Region Discussion Group I Workshop participants representing the central sub-region raised the folloWing key points regarding strategic infrastructure issues in their area: I 0 There is a need to address the mismatch between the skills base of the area and the human resource requirements of local industry, particularly in the core area where the emphasis on manufacturing occupational skills has beeri high. The education sector appears to I be encouraging students into the tertiary/service sector, even though the manufacturing sector has the potential to accommodate more · skilled workers. Education and training projects/programs ·placing 1 greater emphasis ·on matching skills with local industry requirements, and raising the image of manufacturing, are required. I o An opportunity exists to promote and build up Dandenong as Melbourne's second central area. This will encourage growth in employment in higher order services, increase the prospects for regional self-sufficiency in employment and add to the regional · range of social, recreational and cultural opportunities (eg. a . performing arts centre), improving public transport links into Dandenong centre (eg. feeder services) and overcoming the problem of poor access to the main station. 0 There is a need to Improve Dandenong's image through better urban design, streetscape projects, etc. (the Dandenong Station I interchange and the Dandenong Plaza Project are good examples of such work undertaken to date). 0 An opportunity exists to build up the Monash University precinct as a I multi-activity area, encompassing commercial activity, retail, office, recreation, etc. Monash University is a major regional employment I.:·. focus but lacks integration with other regional economic activities. Greater integration would improve regional growth prospects and social functioning. The Monash campus itself should be upgraded as part of this push. 1- SINClAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-71 I· I· I o There is room to improve road access to and from the South East I Region. This involves several related components: I. improving access to the South Eastern Arterial, west of Warrigal Road; including overpasses of current at-grade crossings and. construction of the Domain Tunnel, to better connect the region .I to its wider market place; building the Eastern Ring Road to improve access to and from the main northern corridor and to improve connections between markets; I! I upgrading the Princes Freeway east to Berwick; upgrading a number of major arterial roads ,in the region, including Stud Road, Scoresby Road, Ferntree Gully Road, Springvale Road, Wellington Road, Mountain Highway and I Warrigal Road. o Improvements to circumferential public transport, particularly I between major population growth areas-and the education nodes of Monash Clayton, Frankston and Berwick is needed. I o The South East Region is valued for its high quality living ·environment. However, an opportunity exists to enhance the aesthetic quality of Dandenong in order to improve the area's image I as a place to work and live .. o The green wedges which separate corridor development should be I retained, developed and promoted for their regional recreation and environmental quality. These wedges should be managed as high I quality environmental assets, rather than being left as passive areas. o Tourism in the South East Region should be promoted by highlighting the region's proximity to Phillip Island, Western Port Bay, II Mornington Peninsula, etc . . o The South East Region needs to commit to a strategic vision of its future. To ensure this vision has regional ownership it needs to be I I actively pursued by the range of interest groups. I Southern Sub-Region Discussion Group Workshop participants representing the southern sub-region raised the I following key points regarding strategic infrastructure issues in their area: o The South East Region requires a more strategic approach to I infrastructure provision. For example, the capaCity of the area's I SINOAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-8 ·I I . .I, hydraulic system (water and sewerage) is excellent. However, there I are problems in some areas regarding drainage. There is also an opportunity to recycle waste water for use in irrigation, etc. 0 The South East Region is valued for its quality living environment. I However, residential development in the region's growth areas poses a threat to key environmental assets ( eg. Western Port Bay) and the region's high quality agricultural resources. There is a need I therefore, to balance development in the region with maintaining environmental quality. I. 0 A change in policy regarding the green wedges which separate corridor development in the region would have .a major impact on infrastructure provision in this area. Ratherthan extending I necessary infrastructure on the urban periphery, the existing hydraulic network, transport network, etc. could. be built upon with significant cost savings. 0 Tourism/recreation facilities in the South E<;tst Region (eg. Port Phillip and Western Port Bays) need to be upgraded. For example,· safe boat harbours could be developed in conjunction with multi-purpose recreation facilities. The ferry as a tourism link between Stony Point and Phillip Island could be upgraded). · 0 The sub-region's low socio-economic profile provides the need for education/training courses and facilities to develop labour force skills .1 .. to accommodate local industry requirements. 0 Rail Freight transport is a problem; Victoria's broad gauge differs to I the standard gauge throughout the rest of the country making the rail · network difficult to utilise. A standard gauge providing a direct link between Melbourne, Hastings and the Latrobe Valley/Gippsland would significantly improve inter-regional freight linkages. 0 Hastings' deep water port facility is geared to facilitate specific industry (ie. petroleum and steel). An opportunity exists for detailed consideration of the Port of Hastings for general cargo and the bulk export of brown coal. I. Project Proposals It was recognised that infrastructure projects/programs should contribute J to ensuring the region provides a full range of goods and services, facilities and jobs for its residents. and opens up the region both nationally and internationally: I o lmprov·e transport and other infrastructure to serve future industry development and population growth including the following: I. SINCLAIR KNIGHT MERZ 5R046.113.BJF:mbm:6/6/95 . ~ . I .I I Promote general cargo facilities at the Port of Hastings. Upgrade Frankston railway station as a major transportation I hub/interchange for the Mornington Peninsula. · Promote and develop standard gauge rail link between .I Melbourne, Hastings and the Latrobe Valley. Develop the proposed Scoresby Freeway to facilitate better · I north-south inter-regional transport links. Improve intra-regional road links from Pakenham to the north and through to the Melba Highway. Telecommunications -the 059 and 056 factor needs to be addressed to ensure equitable telecommunications costs across I the region. Develop a South East Airport to service the South East Region I· and Gippsland, and also provide links with Tullamarine to add greater fl~xibility to the system. Construction of the Hallam by-pass to relive congestion on I Princess Highway and to improve transport linkages between Melbourne, the South Eastern Growth Area and the Latrobe, I Valley/Gippsland. Tie recreation planning and development to transport planning to improve access to regional recreation facilities such as the Dandenongs to the north, etc. · o Develop education and training courses ·to accommodate particular needs of local industry (eg. small business courses, tourism, hospitality training, etc). Key Issues Based on the preceding discussion, key issues regarding future opportunities for regional infrastructure of significance to economic development, and the role of government agencies, institutions and the private sector as it relates to the provision and/or use of regional infrastructure were outlined: o The South East Re.gion requires appropriate strategic planning to ensure any potential environmental threats that residential and industrial development may pose, are minimised. In particular, the waterways in the catchment of Western Port and the coastlines of Western Port are highly sensitive and therefore require strong protection. : .. .. I SINOAIR KNIGHT MERZ .5R046.113.BJF:mbm:6/6/95 1-1 0 il I .I o Public transport upgrades are necessary to reduce strain and I congestion on the region's arterial .road network. In particular, regional bus services need to be upgraded and the regional rail network reinforced. I o A feasibility study to determine the need for a standard gauge rail connection between Hastings Port and Gippsland should be I undertaken. · o Telecommunications upgrade addressing the 059 and 056 factor to I ensure equitable telecommunications costs across the region. The South East Region boasts a strong telecommunications capacity · allowing existing fibre optic cables to be utilised in line with a I growing residential population. 0 Improve inter-regional linkages through development of the proposed Scoresby Freeway. In addition, building the Eastern Ring I Road is essential to improved access to and from the main corridor. and to imp·rove market linkages across the region .. ·t 0 As an alternative to the current trend, the public sector needs to encourage the redevelopment of the region's inner areas (ie urban consolidation) in order to contain residential development at the I periphery. However, the pattern of residential development is largely determined. by the existing tr·ansport system. Hence, will a new I Scoresby freeway only exacerbate the current outward trend? 0 Despite the perceived benefits of urban consolidation, the · I community may fail to accept such a dramatic change in lifestyle. In addition, from an economic point of view, growth corridors separate residential areas from major arterials; allowing for a freer flow of traffic to better link people and markets. It is therefore important to I, be clear about strategic planning from the outset in order to determine the preferred type of development. I 0 Provide incentives for businesses and industry to move into the area in order to add to the region's range of goods and services and to increase. prospects for regional self-StJfficiency in employment. I I 1.: I SINClAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-11 1- ! .' •I, .I. I WORKSHOP2 Second Workshop Attendees I. The second workshop was held at the Dandenong Municipal Offices and included the following participants: I 0 David Baird Port of Hastings 0 Ray Boyle Knox City Council 0 Mike Burrows Gas and Fuel Corporation ·I 0 lan Cathie Greater Dandenong City Council "! •• 0 Peter Chaffey Whitehorse City Council 0 Russell Coster Monash City Council I 0 Graham Currie Travers Morgan Pty Ltd 0 Brian Fitts Sinclair Knight Merz Pty Ltd 0 Greg Gleason Dandenong Hospital 0 Ruth Gordon Dept. Housing and Regional I Development 0 Jenny Grogan South East Resource Action Centre (substitute tor Melanie Virtue) I 0 Paul Hamilton Greater Dandenong City Council 0 Mun Har Ho Small Business Victoria/Jobs tor South East Taskforce (substitute tor ·I Sandra George) 0 John Jenkin Mornington Peninsula. Business I Council ·I 0 Jonathan Leitch Dept. Housing and Regional Development 0 Sasha Lennon Spiller Gibbins Swan Pty Ltd I 0 Jeff Lodge Spiller Gibbins Swan Pty Ltd 0 Gordon Logan South East Water 0 Jim McCoy Frankston City Council I ·0 Catherine McNaughton Kingston City Council 0 Pat Meehan Vic Roads 0 Doug Moore Frankston City Council I 0 John Moore Greater Dandenong City Council 0 Bill O'Neil Western Port Development Council 0 Michael Read Loder and Bayly Consulting Group I 0 Andrew Riddle United Energy 0 Sandra Smith Western Port Development Council I 0 Phillip Staindl Association of Inner Eastern Councils 0 ·John Stanley National lnstitute·of Economic and Industry Research (NIEIR) 0 lan Swan ·Spiller Gibbins Swan Pty Ltd I 0 Peter Tesdort Dept. Hous_ing and Regional Development I 0 John Trahair Melbourne Water I SINOAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-12 [/ I .I I 0 Phillip Turner Maroondah City Council 0 Otto Van De Velde Directorate of School Education, I South Eastern Metropolitan Region 0 lanWall Grenda's Bus Services ,, 0 Phil Walton Casey City Council 0 Kim White Outer Eastern Municipal Association 0 Jeremy Wood Greater Dandenong City Council 0 Graeme Young Frankston College· of TAFE I Invitees Who Could Not Attend I o· Alec Atkins Mornington Peninsula Shire Council Cl John Bailey Dept. Transport Cl Michael Blyth Casey City Council I 0 Colin Bock Monas~ City Council 0 Tim Brasher . Mornington Peninsula Tourism Forum I 0 Graeme Calder Frankston City Council Cl Don Cameron Monash City Council Cl Peter Clarke Australia Post .I 0 Bernard Coburn Cardinia Shire Council Cl Lyn Davies Knox City Council Cl Warwick Diley Mornington Peninsula Shire Council 0 Jon Edwards Frankston City Council I Cl Roger. Farrer Dept. Business and Employment Cl Mark Fookes Lend Lease Cl Sandra George Jobs for South East Taskforce I (replaced by Mun Har Ho) Cl Graham Hayden Maroondah City Council Cl Richard Head Frankston City Council I. 0 Bill Heath Maroondah City Council Cl Michael Hedt Dept. Business and Employment Cl Warwick Heine Greater Dandenong City Council I. 0 Elaine Herbert : Public Transport Corporation Cl Ann-Marie Holley Dept. Agriculture Cl Jill Howard Monash Medical Centre I 0 Nick Hutson Mornington Peninsula Shire Council Cl Tony James Municipal Association of Victoria Cl Alistair l SINOAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-131· ·a 0 Roger Mould Public Transport Corporation I 0 John Murrell Cardinia Shire Council 0 · Geoff Oscar Whitehorse City Council 0 Bryan Payne Whitehorse City Council I 0 Ron Saunders Telecom Australia 0 Jim Stevenson . Cardinia Shire Council o· Jus Stoelwinder Monash Medical Centre .I 0 Tom Sweeney Frankston City Council 0 Michael Taylor Casey City Council 0 Wendy Taylor Dept. Housing and Regional I Development 0 Ed Taylor South Eastern Water 0 Martin Thomason South Eastern Water I 0 Sue Tuck Casey College of TAFE 0 John Usher lnvicta ·o Melanie Virtue South East Resource Action Centre I (replaced by Jenny Grogan) 0 Chris White . Latrobe Shire Council ,. 0 Bill Young Monash University Introduction The South East Region Strategic Infrastructure Study has two major I · objectives: 1. To identify specific actions, projects and programs that will facilitate I sustainable economic development within the South East Region through the provision of appropriate infrastructure; and I 2. To develop a structured set of urban management processes to facilitate the delivery of strategic infrastructure projects/programs in conformity with wider developmental objectives, especially the I Melbourne Metropolitan Strategy (in preparation). I The purpose of the workshop was to: o present the current assessment findings of the study to participants; I o receive feedback from participants on the prioritisation of projects and opportunities for complementary developments; and I · o identify any significant qo-ordination issues between the various tiers of government, government agencies, governmenVsemi-government institutions and the private sector. I Workshop participants were presented with a set of strategic objectiyes for the South East Region, developed for consideration by the study team I and a list of consolidated project packages which would form a regional I SINClAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-14 I I- development strategy. Discussion was initiated by drawing on the revised project shortlist as derived from the consultant team's I assessment findings. General Discussion I Based on the consultants' current assessment findings, workshop participants were asked to provide their views on the prioritisation of I projects, and opportunities for complementary developments. The · following points were raised: 1: D There was strong opposition to the proposition that construction of the Scoresby Freeway could promote pressure for the development in the green wedge and at the fringe of the metropolitan area, and · not assist in terms of national and international connectivity, I particularly without the north-east link to the Hume corridor. D Regional representatives expressed the concern that an upgrade of I the South Eastern Arterial is only a short-term solution (ie. an upgrade will only induce more cars thereby adding to congestion). ~ence the need for a link to the north west via some other alternative. D The workshop concluded that transport upgrades in the South East Region need to address both issues of congestion relief and improved international/national connectivity. I· D It appears that employment growth in the South East Region is lagging substantially behind population growth. In the City of Casey a· for example, population exceeds resident employment by 25,000 to 30,000. The Dingley By-pass and Scoresby transport corridor should therefore remain priorities in the region. I D The question was raised whether the proposed 10 year time frame • for projects is adequate. Should we perhaps be concentrating on a longer-term approach to project implementation? I D It is necessary to address issues of congestion relief on a local scale I also. For example, 60% to 70% of traffic in Lonsdale Street. ·. Dandenong is through traffic. · D The question was raised whether improved north-south rail links have I been considered in the South East Region. However, the Scoresby alignment is too isolated from living areas making it inappropriate for rail services. Despite the attractiveness of non-road, north-south I. transport links, it is more feasible at present to concentrate on .· up.grading existing major arterial roads along the region's north-south : ax1s. . . · 1 SINClAIR KNJGHr MERZ 5R046.113.BJF:mbm:6/6/95 1-151 r •. *I I o Regarding bus services, more attractive functional stations close to I shops and other local amenities would be of great benefit to the region. Transport interchanges at railway stations are not the complete answer as only a small percentage of bus users want .to go I to train stations. Good bus services are provided in the Dandenong . area although there. is a lack of terminal facilities to accommodate .I patrons . o Despite the quality of bus services in the region, the area's residents would benefit greatly from more demand-responsive shuttle buses such as those currently operated by the National Bus Company in I the Doncaster area. · o The question was raised whether existing public transport facilities I (notably buses) can be better utilised during p~ak hours. For example, there is no direCt bus route operating along Wellington Road. More research is needed on how to allow greater access to I improve the quality of public transport services and facilities in the So\.lth East Region. o The point was raised that many of the South East Region's highest performing industries are not high-technology based. · .. Conclusion - Priority Projects Workshop participants were asked to nominate particular priority I programs/projects which they believe are integral to achieving sustainable economic development in the South East Region. They were: I o Electronic Data Interchange o Link the Region to the National Standard Gauge Network o · Provide high quality business, conference and accommodation .facilities I o Undertaken an active greening. program in the South East. I I I I I' SINOAIR KNIGHT MERZ 5R046.t13.BJF:mbm:6/6/95 1-16 I I Appendix J -SWOT Analysis (Strengths. Weaknesses. Opportunities & Threats) 1- There are tWo key concepts emerging from the higher-level objectives· 1 shown in Table 3.1 of the report, namely Prosperity and Uvability. Using these key concepts, a SWOT ('Strengths, Weaknesses, Opportunities and Threats") analysis was made up of the South East Region. I Strengths 0 high level of existing activity I o existing hub (Dandenong) I o good transport system radial to Central Melbourne o advanced technology centres (Monash precinct, CSIRO, etc) a· . 0 major manufacturing base o proximity to Central Melbourne I o deep water port (Hastings) I o gateway to resources of Gippsland o · quality agricultural land I o good in.ternal connectivity· 1. .,. o variety of living environments o low cost land I ..... o regional recreation facilities, high quality environmental areas I o environmentally efficient public transport with segregated rights of way (rail) I- Wea~nesses o poor North South network linkages (all modes) I o poor links tq national rail/highway routes o poor links to Port of Melbourne/Melbourne Airport I o low socio-economic groups over-represented in population base .,. o low-growth industries over-represented in employment base 1:· SINClAIR KNIGHT MERZ 5R046.114.BJF:mbm:6/6/95 J-1 I ,_:; I I I o mismatch betWeen growth industry needs and level of skill of I workforce ,. o "core area" generally perceived as undesirable o lack of spatial differentiation - little "sense of place· .. .I o highly car dependent except for work trips to CBD I o public transport perceived as poor quality/unsafe o . conditions unfavourable for co-nventional public transport development · low density/dispersed. demand patterns in outer areas I low quality interchange ·facilities · · limited capacity on rail corridors (service overcrowding) long distances/travel times for stopping rail services I high costs and low cost recovery for rail traffic interference to road-based public transport I Opportunities . o potential to improve Dandenong as centre (to overcome image I deterrence for higher-skilled, and hence more technically-oriented · industry) · I o potential to improve Monash precinct as centre (decrease insularity relative to surrounding areas) I o growth in transit-oriented markets, can be fostered by : new services for better intra-regional connectivity network extensions I improvements to- performance of existing system, including transit priority in road projects I o potential to boost regional commercial and industrial businesses by providing good linkages to sea/air/rail ports o import replacement by development of appropriate regional I industries and activities I o higher density urban development proposals · o cultural initiatives I o develop Port of Hastings for general cargo I o opportunity to secure major airport site . SINClAIR KNIGHT MERZ 5R046.t14.BJF:mbm:6/6/95 J-2 I.. d I I I Th~ I o loss of business to competitors in spheres where region has no competitive advantage ·1 o loss of environmental assets, agricultural. land and/or the Springvale green wedge to rapid development I o weakening of strategic approach to infrastructure planning· o constraints on employment growth if infrastructure deficiencies not 1: addressed o population growth without commensurate employment growth could I reduce economic sustainability of region · o trends prejudicial to public transport development · I low density .development growing car ownership I rising congestion, impacts on on-street modes - . increases in road network capacity o . lack of funds for infrastructure development . I Figure 3:6 in the main report summarises the major opportunities and constraints in th·e region. 1 From this picture, it is possible to propose a set of coherent objectives specific to the South East Region, addressing the barriers to greater 1· prosperity and/or livability emerging from the above. · I. I I 1. I· SINClAIR KNIGHT MERZ 5R046.t14.BJF:mbm:6/6/95 J-31: (!' •t I I Appendix K- Project Descriptions This appendix describes each of the projects under a stand.ard format I which includes: o ProjecVProgram No. I o Project Title o Description o Policy Context I o Objectives o Cost o Timing I o Integration with Other Projects/Programs o Expected Benefits o Assessment-Performance Indicators .J o Lead Agency o · Support Groups I. o Implementation The projects described are listed below. I 1.1 City Bypasses and Links 1.2 Hallam Bypass 1.3 Dandenong to Tullamarine Airport Rail Link 1.4 Standard Gauge Rail to Hastings · I 1.5 Reserve South East Airport Footprint 1.6 Information Technology 1.6.1 Electronic Data Interchange (EDI) Initiatives in the Freight I Industry 1.6.2 Pilot Projects to Increase Community Access to Information Networks I 1. 7 North East Link (Metropolitan Ring Road) EES 2.1 Scoresby Corridor EES 2.2 Program of Congestion Relief . I 2.3 General Public Transport Upgrade (Rail) 2.3.1 Third Express Track to Ringwood 2.3.2 New Double Deck/Advanaced Train Rolling Stock I 2.3.3 Key Station Upgrade . 2.3.4 Caulfield-Dandenong Rail Line - Capacity and Reliability . Upgrade I 2.4 Bicycle Path Network 3.1 Dandenong Central Activities District (CAD) and Adjacent Industrial Area Transport Improvements · I 3.1.1 Dandenong CAD Structure Plan 3.1.2 Cultural Centre Project 3.1.3 Streetscape Improvements I 3. 1.4 Shuttle Bus Public Transport 3.1.5 Road System Upgrading 3.2 Caulfield Employment Node I 3.3 · Glen Waverley Commercial/Shopping Centre I SINC1AIR KNIGHT MERt 5R046.T04.BJF:mbm:6/6/95 K-1 ------'------=------I I I 3.4 Frankston Commercial/Shopping Centre 4.1 Reinforce the ·Monash Technology Precinct and Diversify its Base I 4.1.1 Conference/Convention/Exhibition Facility 4.1.2 Industry/Business/Education Networking . 4.1.3 Develop the Monash Precinct - Public Transport Access I 4.1.4 Review of Regulations Constraining Site Development 4.1.5 Urban Design Initiatives · 5.1 Redevelopment of OakleighVHuntindale Industrial Area I 6.1 Increase Educational Access 7.1 Westernport Drainage Projects 7 .1.1 Westernport Bay Stormwater Treatment Facilities I. 7.1.2 Upgrading of Bunyip Main Drain from Cora Lynn to lona 7.1.3 Integrated Airport and Water Re-Use Treatment Facilities.· 7.2 Waste Water Re-Use I 7 .2.1 Cranbourne Market Gardens 7.2.2 Koo Wee Rup/Ciyde Agricultural Land 7 .3.1 Bayswater Urban Village I 7.4 Greening the South East Metropolitan Region 7.5 Sandbelt Open-Space Development I. I, I I. 1: ·:.' I. I I I 1- SINOAIR KNIGHT MERZ SR046.T04.BJF:mbm:6/6/95 K-2 I I NOTES Routes and locations of projec:ts are shown dlagramatlcally. I \ ! .·... l....l ··- 1.3 DANDENONG I TULLAMARINE RAIL LINK I 1.7 NORTH EAST LINK METROPOLITAN RING ROAD. I The information technology project 1.6 Is I also categorised as Improving external I connectMty. · !J I ! I I I HALLAM BYPASS· I I I PORT PHILLIP BAY e RESERVE SOUTH EAST I AIRPORT FOOTPRINT. I I I. I WESTERN PORT BAY I MELBOURH! METROPOUTAN STRATEOIC INFRASTRUCTURE STUDY FIGURE K1 SOUTH !AST!RH RI!OION 1995 STRATEGY ELEMENT 1 IMPROVE EXTERNAL CONNECTIVITY I SINCt.AIR KNIOHT.MERZ I NIEIR CONSORTIUM I· I I I Project/Program No. 1. 1 I Project Title .City Bypasses and Unks · Description This project lies outside the South East region but I in the priority list of projects and programs is because the survey of industry leaders revealed its I great importance to the economy of the south east region. This project involves the linking of the southern I end of the Tullamarine Freeway to the West Gate Freeway {the Western Bypass) and the linking of the West ·Gate Freeay to the South Eastern Arterial I (the Southern Bypass). At the time of writing (May 1995), two consortia have submitted proposals to the Victorian Government covering the alignment, the design, the staging and the financial structure I including the use of tolls. I, This project has national significance and as such, has a strong claim for funding support from the Federal Government's national road program. I Policy Context The linking of freeways in the Metropolitan area is a central theme in the "Linking Melbourne· . document by VicRoads (1994). The involvement I of a private organisation to build, own, operate and eventually transfer the facility back to public ownership is the first time for a Victorian I government on such a scale. Objectives The primary objectives are to: 1.. 0 improve access between industry and the Port, rail and airport facilities; I 0 reduce through traffic on inner city streets; 0 improve the environment around the Yarra I River, the gardens and entertainment precinct; . 0 optimise economic benefits while minimising financial costs; 0 minimise environmental and social 1. implications along the Bypasses and feeder roads. 1. 1·. SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-31· I I· I I Cost The construction cost was estimated in 1993 to be Southern Bypass I $590m to $790m, depending on scheme Western Bypass I $398m to $556m, depending on scheme Total I $988 m to $1 346m · The 1995 estimated cost is $1.7B I Timing. Timing is subject to negotiation but completion is expected to take 4 to 7 years. I Integration with Other Projects/Programs The project is physically close to many of the main development projects being undertaken in the I central area, such as Docklands, the Casino and . the Exhibition Centre. It also has a direct effect on the current upgrading of th south eastern arterial I from Toorak Road to Burke Road and on the Tullamarine Freeway where current proposals see I it upgraded to four lanes in each direction. Because of the large scale of this project an · important effect will be the shortage of funds from public or private sources for other projects, I perhaps geographically quite distant. As with all projects to improve radial transport in I urban areas, the City Bypasses would lead to the. outer areas becoming more attractive relative to inner areas. This would have long term land use I implications by putting more industrial and residential develop.ment pressure on the fringe. I Expected Benefits . Travel time savings for freight from Dandenong to the Port of up to 30 minutes and from Dandenong to the City by up to 20 minutes have been claimed I (EE~ Summary 19~4). Congestion levels in the inner area of Melbourne I would be significantly reduced. Road safety would be increased because traffic would be carried by inherently safer roads; 190 fewer I injuria$ and deaths each year. I SINClAIR KNIGHT MERZ 5R046.104.BJF:mbm:6/6/95 K-4 I I I Assessment-Perfonnance Indicators · I Change in travel times and travel costs in the areas affected - particularly between industry, the Port, rail and airport facilities. I Lead Agency The Melbourne City Links Authority a· Support Groups Business and the construction industry .. Implementation Details are not yet public and would deperid on negotiations with the successful private sector I bidder. However, it is expected that construction funding would be provided through private sources and by a mixture of payments from the I government and income from tolling. I I I I I I I I I: SINClAIR KNIGHT MERZ 5R046.104.BJF:mbm:6/6/95 K-5 1. f: I. . / I... ·. I I Project/Program No." 1.2 Project Trtle Hallam Bypass I Description The Hallam Bypass prqvides a connection between the South East Arterial and Berwick Bypass providing a bypass of Hallam and .I Fountain Gate/Narre Warren regional centre. The bypass will provide an alternative to the Princes Highway East which has been upgraded to six I lanes divided.· Because of the rapid growth in the area and a lack of parallel arterial roads, congestion is increasing on the highway. I VicRoads estimate construction of the bypass commencing just beyond year 2000. Estimated I cost $90m. Policy Context This project ·supports Federal and State economic development policies· by improving access to the I agricultural and energy rich Gippsland region. . The project also supports livability prinCiples with the addition of a major arterial road in the sub regional network with a· consequent reduction in I traffic in local areas. Objectives o To reduce the ·costs of travel I o To improve on-road public transport o To improve the linkages to and through regions via primary arterial roads I o · To reduce adverse environmental impacts and· the amount of fuel used. I Cost The estimated cost of the Hallam Bypass is $90m. Timing Current transport demand estimates and priorities I indicate that this project should be constructed in the period 2000 to 2005. I Integration with Other Projects/Programs This project complements the intraregional I connectivity strategy while providing some I negative impacts on proposed improvements for parallel public transport services. ·I Expected .Benefits o Improved freight efficiency; o Improved access to Gippsland; o Reduce through traffic on local networks; a· o Reduced vehicle pollution. I· SINOAIR KNIGHT MERZ 5R046.104.BJF:mbm:6/6/95 K-6 ....: ~j -- I I I Assessment-Performance Indicators I The Hallam Bypass has been ranked in the lower half of the rating table by study team members. It has one of the highest ratings in terms of I implementability but not seen as a high priority for , the region at this stage when compared with other projects. I Lead Agency VicRoads. Support Groups Department of Planning and Development I Local municipalities Implementation The level of congestion on the adjacent section of I Princes Highway East will determine the timing of construction on this project. A main road reservation has already been provided for in the I. Planning Scheme. · I I I I I I I I I· 1.: SINOAJR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-7 I ' r.·. (. I I I I Project/Program No. . 1.3 Project Title Dandenong to Tullamarine Airport Rail Unk -I Description Express rail service link from the South East Rail lines to Tullamarine Airport. Initial connections would probably be via the Dandenong Line .I however connections from Frankston and _possibly Ringwood are also feasible. All South Eastern I. connections exist; the major new line and cost requirements are for the spur connection in North West Melbourne. I Policy Context: Current state Government policy does not favour an immediate rail link provision but the Government does want to reserve the right to construct the link in the future. Other issues I include: o Airport Privatisation - How will construction of the link impact on plans for airport privatisation (and I vice-versa). City-.Bypass Project - The new rail link would impact on potential toll revenue (and vice versa). I South East Airport - Needs for t.he provision of international air links to the South East could also be met via the proposed new South East airport. · I However provision of a new international airport would be considerably more expensive than the· shorter term provision of a Tullamarin~ Airport rail · I link. Private Sector Involvement- The rail link could be tendered for private sector involvement in I construction and operation. Separate private sector airport rail service operations is common I overseas. Objectives: Key objective is the enhancement of international and national links to the South East region. I However the following objectives are also apparent, though probably less important than the above: · o Enhance the image of the South East Region. I. o Reduce road congestion demands o Better utilise existing regional assets (rail links in the area). I · o Re-enforce the regional structure/ enhance viability of key regional centres. This via key I station links to the airport service at · I SINClAIR KNIGHT MERZ.. 5R046.T04.BJF:mbm:6/6/95 K-8 I I I designated regional centres (to be determined). I Cost: Most costs associated with the new rail . connections to the airport in North West I Melbourne. However there will also be rolling stock and possible station enhancements at key points. A full cost and benefit analysis would is I required. However costs in the region of $150- 200M should be expected. I Taming: Project would probably require a 2-3 .year implementation period. I Integration with Other Projects/Programs:·. This integrates well with all rail projects which enhance rail service reliability and capacity. In I particular the provision of passing loops and third tracks In the· South East area enhance express I operations. Also rolling stock reliability and C?pacity enhancements would make an express service less vulnerable to failures of other services using the same infrastructure. 1 Expected Benefits: The key benefit is a fast and reliable link to Tullamaririe Airport. The South East is the biggest residential market for Airport Travellers; analysis of I air traveller trip origin surveys (Ove Arup; 1991) has suggested that some 25% of trip origins were located in the study area boundary. Other I benefits include: Enhancement of the regional image of the South East. . I Reduced road congestion demands. Better utilisation of existing regional assets (rail links in the area). I Re-enforcement of the regional structure/ enhanced viability of key regional centres as premium stations. I Assessment-Performance Indicators: I On a total score basis for all· criteria, this project : . rated 5th overall and highest of the Public Transport projects for the South East. The high I rating was due to a generally consistent top. score for International/National Accessibility improvements and general improvements in Public Transport and network Connectivity criteria. This 1 SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-9 I -I I I project also rated consistently high in community I acceptability. .Lead Agency: Victorian Department of Transport and the Public I Transport Corporation. · Support Groups: There was wide support for this measure during I community consultations. It is likely to be widely supported by all sections of the community including business groups. Generally however, I the project would require operational and infrastructure management from the Public · Transport Corporation whether it is operated by I them or not. Implementation: The key tasks for implementation are: 1. Alignment, Operations and Management I Design Assessment. 2. Detailed Design and Construction Programming. I 3. Construction - Both new alignments and any trackwork/station enhancements necessary. Furthermore any new rollingstock must be I provided. 4. Opening. I I I I -I I I I I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 ·· K-1 0 I· I I Project/Program No. 1.4 I Project Title Standard Guage Rail to Hastings Description This project envisages the provision of standard 1 · gauge rail links between Melbourne and the key freight rail customer of South east Melbourne, BHP ·1 at Hastings. BHP currently process some 1.6M tonnes of Steel Slab, 50% of which comes from · inter-state via rail. Currently this must be gauge transfered in Melbourne from standard gauge I. . inter-state trains to broad gauge Victorian freight service. This proposal would enable a more direct I service for the 800,000 tones of inbound Steel Slab and the existing 250,000 tonnes of output processed steel coil which goes by rail. At just I over 1M tonnes p.a. the existing operation of rail to . BHP Hastings accounts for about a quarter of all existing inter-state rail freight movements by weight. I The standard gauge connection could be provided I with new tracks and dual gauge on some existing . broad gauge tracks. Existing rail services use the Long· Island extension of the Frankston line, I however it has been proposed to use an alignment via Dandenong as the proposed route. This would require new track sections south of Dandenong. . However it would provide standard gauge service to a wider market of potential freight rail users in I the South East. Also the potential for future standard gauge. connections to South East Gippsland would be enhanced. I Policy Context: With the completion of the standard gauge ·1 connections between Melbourne and Adelaide and also recent standard gauge treatments of western Victorian railways, the national accessibility to 1· markets for Victorian produce has considerably · improved. This proposal would enhance these connections and provide wider national I accessibility for the South East region. The proposal has wider policy impacts since: I o Some 50% of the finished product is exported . : and plans exist for an increase in production , ·. of up to 100%. Hence the project could I significantly enhance export growth potentiaL . : SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/9§ K-11 I I I o Of the domestic market for finished products, I only about 40% goes by rail; the ·rest is by road. The rail share is likely to considerably improve if the gauge transfer is removed. I · This would have wider environmental policy impacts. I Objectives: The key objective is to improve the quality of freight rail service via the provision of direct national links to the South East. Secondary I objectives relate to: . o Export growth enhancement and economic development potential. o Environmental benefits from possible reduced I road· traffic. · Cost: This would largely depend on the type of I alignment undertaken. Also there is some concern over the costs associated with maintaining an efficient joint passenger and freight rail ·service. I More detailed analysis and design would be required to define costs however an initial estimate I of $100M was made by National Rail the operator. liming: A timescale of 1-3 years would be required for implementation of this option depending of the I level and types of investments required. Integration with Other Projects/Programs: I There are no clear relationships with most of the other projects however there are possible conflicts with some of the passenger rail service .1. enhancement projects. In particular the joint operation of a more frequent freight rail and passenger service combined with different rail I gauge operations is .generally considered to be difficult. Freight trains tend to be slower moving and can take up valuable track space for I. considerable lengths of time. There are also general speed restrictions placed ori sections of dual gauge tracks; these restrictions tend to impact on suburban passenger trains more than I freight services. This would conflict with general. desires to improve passenger rail service speed, I reliability and capacity. I I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K~ 12 I I .I Expected Benefits: The·key benefit would be enhanced service and a· cor)nectivity to national markets for the South East freight rail users. In practice a gauge tran·sfer taking up to 8 hours and tying up 2 sets of 1· expensive rolling stock would be removed. · Transfers take place up to 3-4 times a day. The impact of a more direct service would be to make I freight rail service quicker and reliable. . National Rail also expect wider benefits to emerge . via an expanded freight rail market in the South II East Region. There are also wider economic benefits which I could be associated with better transport service to a heavy export industry undertaking growth. Assessment-Performance Indicators: I The lowering of freight cost to/from the Port. This I will depend on the degree to which managers of · freight to/from the Port of Hastings chose to switch from road or broad gauge rail to standard gauge rail. I Lead Agency: Victorian Department of Transport, National rail Corporation and. the Public Transport Corporation. .I Support Groups: BHP I Implementation: A strategic transport study would be required to assess the needs and evaluate the options- for Standard Gauge connections to the area. A I. balanced study would have to consider potential impacts on passenger rail service provision in the South East. This should be followed by an I appropriate construction and implementation phase.· .I I. I: 1·. SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-131 ~ '.: I I. I I Project/Program No. 1.5 Project Title Reserve South East Airport Footprint I Description Although the South East Airport will not be required for · many years (notionally 2010 - 2017), planning regulation should be introduced that I would protecVsecure the option by restricting development on the footprint and under proposed I flight paths. The South East Airport (SEA) Steering Committee has recently completed Stage 1 of the South East I Airport Study. The aim was to carry out a detailed demand and cost-benefit analysis to determine whether there is a need for a regional I airport and, if so, what the role and function of · such an airport in the South East Region would be. Stage 2 of the Study aims to identify potential sites · for the proposed airport. An I appropriate site is yet to be identified. The following extract from a press statement I released by the SEA Steering Committee in February, 1995, outlines the current status of the .1· proposed airport: "The South East Airport Steering Committee has completed Stage 1 of the study. The study I outcome indicates a need. for a regular public transport airport in the south east by 2017. However, pending results of studies currently I being undertaken, including the Melbourne Metropolitan Strategy and Transport Aviation Studies, the Committee recommends that Stage 2 I should not proceed until December, 1996. • 'It is anticipated that the implications of the I outcomes of the further studies will be considered in late 1996 to determine whether to proceed with Stage 2 of the study which would I be identification of potential sites in the South East Region.· I Policy Context The identification of potential sites for an airport in the South East has been deferred pending the results of other studies currently being I undertaken including the· Melbourne Metropolitan I SINClAIR KNIGHT MERZ . 5R046.T04.BJF:mbm:6/6/95 K-14 I Strategy and various Transport Aviation stud.ies. · I Objectives Achieve sustainable economic development .in the South East Region through the provision of a regional domestic airport facility linking with I: international services at Tullamarine. Cost Reserving a South East Airport footprint entails I 2,500 ha @ $20,000/ha =costs of around $50 million It acquired. I The South East Airport Study estimates total airport costs at $611 million (total construction costs at 20 year discount rate) including $211 million in I start up costs. ie .. Item Cost I groundworks $76 million utilities- $40million terminal (freight and $77 million · passenger) I catering- $14 million car park/roads $11 million TOTAL $218 millio.n I Note: Aerobridges would require an additional $72 million in start up costs. I liming A South East Airport footprint must be reserved in I the short- term (within the next 2-3 years) through · appropriate rezoning in order_ to secure- the proposed facility against further residential I encroachment in the area. 'Integration with Other Projects/Programs I The identification of potential sites for an airport in the South East has been deferred pending the results of other studies currently being undertaken I including the Melbourne Metropolitan Strategy and variou~ Transport Aviation studies. Expected Benefits General I o Would enable airport to be constructed if feasibility study findings are approved. o direct economic impacts - expenditure by airlines, airport tenants, air cargo firms, I aircraft manufacturing firms·, etc. I. SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-15 I I I I I o direct employment benefits including I employment associated with on-site development and airport employment .(baggage handling, retail employment, etc). I o employment in related industries (eg. aircraft maintenance, aviation training, charter service operators, fueling agents, etc). I o multiplier effects created by volume of people and freight flowing through the airport (eg. local production of goods and services used I at the airport, provision of · conference/accommodation lacilities, . warehousing, distribution centres, etc). I o Would help suppress residential development .at the metropolitan fringe in the interim. I Specific Comments - International Competitiveness o Preserve the option of an international or I interstate gateway in the South East Region. o An airport in the South East Region will I provide an opportunity for regional economic development strategies based on the national I attention generated by the facility. Strategic Approach to Land Use Planning .o Ensuring effective land uses around or I adjacent to the proposed domestic airport facility means first of all warding off residential development. Growing residential I development in the South East Region sees the need to reserve an airport footprint through appropriate rezoning as soon as I possible. It is not uncommon for airport development to be curtailed because of community opposition. If land is eventually I used for an airport, there would be strong pressure for urban development further out I (eg. Lang Lang and Western Port). o The presence of a South East Airport and the particular services and facilities it offers may I . be a key consideration in the siting of business and industrial·fa:cilities. A size~ble domestic airport facility could make the South I . East Region an ideal location for associated I SINOAIR KNIGHT MERZ SR046.T04.BJF:mbm:6/6/95 K-16 - " I I I industries such as warehousing,.distribution I centres, office parks, hotels, etc~ 0 With respect to noise, certain land uses are more appropriate around an airport than I others. For example, manufacturing typically can be conducted in an environment I sustaining a higher day-night aver~ge sound level as opposed to retailing or residential u~. I Transport and Land Use Integration o The South East Airport is a proposed I domestic facility only. However, cost · estimates allow for anticipated international charter flights. It is anticipated that the South I East Airport will be of a size similar to · Adelaide Airport. 0 Potential econ·omic problems - duplication I of Tullamarine functions; dispersing capacity too thinly; ignoring maximum use of existing capacity and facilities of air services in and I around Melbourne (eg. Moorabbin, Essendon). I Environmental Aspects o· In the short-term, residential development on the metropolitan fringe will be ~urbed, maintaining existing greenfield sites. I. However, this short-term plus for the local environment will be more than offset if airport I dev~lopment eventually does go ahead. o If an airport is constructed, associated noise and air pollution could adversely affect residents near the facility or directly under I . flight paths. o There may be some potential· conflicts with the I international migratory birds habitats at the ·. head of Western Port Bay. National Benefits I o A domestic airport facilfty in MelbourneJEs largest growth area should add greater flexibility to the national transport network.· I I. SINCLAIR KNIGHT MERZ · 5R046.T04.BJF:mbm:6/6/95 K -17 I. I I I Assessment-Performance Indicators o Compatibility with existing and new organisational structures and planning processes. o Community acceptabilitY. Lead Agency South East Airport Steering Committee comprising representatives from the Dept. Business and Employment, Dept. Planning ·and Development, Dept. Transport, WPDC, I Westernport Regional Planning and Co-ordination Committee and Local I Government in the Western Port.Region. Support Groups · Air passengers; regional industry; local municipalities. I Implementation Requires appropriate rezoning. I I I I I I I· I I I I SINClAIR KNIGHT MERZ . 5R046.T04.BJF:mbm:6/6/95 K-18 .. · " I I I Project/Program No. 1.6 I Project Trtle Information Technology Description We have identified two projects in the general area I of information technology. ProjecVProgram No. 1.6.1 - Electronic Data I Interchange (EDI) in the Freight Industry This project was identified in the Melbourne Hub I Study (DJA Maunseii/NIEIR 1995) as critical to· securing Melbourne's freight advantage. Unlike most other projects identified in the present study, I it would be largeiy invisible to the public. Its benefits are especially relevant to Melbourne because it largely relates to the export of I manufactured products. However, this project is just as relevant to other regions in. addition to the South East. I ProjecVProgram No. 1.6.2 - Pilot Projects to Increase Community Access to Information Networks I ~y contrast, this project would have very "high visibility to the public and be directed to the I "information poor· rather than the "information rich". I,.. .. I I I I I I SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-19 I· I ·.. · I_ I Project/Program No. 1.6.1 Project Title Electronic Data Interchange (EDI) in the Freight I Industry · Description This project is the facilitation of electronic data interchange in the freight industry. It is directed at · I achieving a rapid, seamless information and logistics network to improve information and product exchange at all transport interfaces. In I effect, this program would increase the proportion of 'paperless' transactions. It is particularly I important to overseas trade. Policy Context . The main policies which are relevant are those that relate to economic development and the advancement of information technology. This I project supports government policies in each of these areas. The most critical issues relate to the. I ' . specific role that government will play. Objectives ElectroniG trading. has achieved major business and economic gains in specific cities overseas. I Melbourne is being outpaced. The major objectives are to lower costs in freight transport I and the reduction of delays. Cost Costs would be around $1M per annum to progressively introduce electronic trading in the I . freight industry and would extend for about five years. I Integration with Other Projects/Programs The main integration will be with the various formats for electronic transfer of digital information I - especially international conventions. The program would also relate to the National I Information Strategy. Expected Benefits 'Electronic Data Interchange (EDI) has greater potential than any other modal initiative to make I. major changes to Melbourne's competitive advantage.· The proof is in the experiences of Felixstowe, Singapore, Hong Kong, Rotterdam and Antwerp where electronic trading strategies have I achieved major business. and economic gains. However, Melbourne is being outpaced at present I by other Australian and overseas cities in the ' I SINOAIR KNIGHT MERZ 5RQ46,104.BJF:mbm:6/6/95 K-20 ~I I I I information/communications race. The surge in electronic trading now throughout South East Asia I could be a major competitive threat to Melbourne and Australia. Locally, there has been little concern from any parties about delays in I implementing Sea Cargo automation at the Port of Melbourne, which has meant that Brisbane was the first Australian city to implement this system. I This report has identified the importance of 'a rapid seamless information and logistics network' I for the organisation of product flows into and out of Melbourne. A vital component of any strategy designed to improve Melbourne's comaprative I advanage as a 'production and value-adding hub' relates to improving 'information and product exchange• at all transport interfaces including the exporter -to-forwarder, truck-to-stevedore, port, airport, warehouse, etc.' ...... :. p127 DJA Maunseii/NIEIR (1995) Assessment-Performance Indicators The direct indicators of increased performance will be the lowering of freight costs and delays. Lead Agency There· are several candidates for this role, including the Victorian Department of Business I and Employment, and the Commonwealth · Ministries for Communications and the. Arts, Industry and Science Technology .. I. 'There are thousands of organisations in the transport chain. In order to realise. benefits of EDil I· either all needed to commit to it or a dominant player is needed to force participation. The lack I of either has been a reason for the negligible take- up of EDI. Substantial synergistic (enough to boost Melbourne's international trading status) can I be achieved through an aggressive strategy, · provided there is leadership and financial support from the Victorian Government. I The ED I. strategy resulting from this study focuses on the need for strong leadership for the promotion of EDI, so that a critical mass can be .achieved. Like the approach taken by Singapore, I we suggest that the approach taken by Melbourne , needs to be pragmatic and incremental in order to I I . SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-21 1· 1:, I I I achieve significant progress. EDI use is currently I limited to just a few trading partnerships. No one is monitoring and benchmarking EDI's progress. By comparison with leading cities s,Q.. ch as I Singapore and Hong Kong, Melbourne's commercial EDQI practice is virtually non-existent' .. I ...... p128 DJA Maunseii/NIEIR (1995) Support Groups The major support groups are likely to be those who would directly benefit; exporters and I importers of manufactured products. Implementation The degree to which this program would be I. successful will depend on the extent to which government will be able to assist the freight industry in overcoming hurdles to implementation. I These issues include: change of industry perceptions rationalisatfon of standards and protocols I legal issues which revolve around the responsibility of each party in the transport chain. I the development of 'message standards" for the vehicle booking system to minimise I development costs to individual companies. I I ransport Library I I I I I I SINO.AIR KNIGHT MERZ 5R046.T04.BJF:inbm:6/6/95 K-22 ,j I I I · ProjecVProgram No. 1.6.2 I Project Trtle Pilot Projects to Increase Community Access to Information Networks I Description These pilot projects would involve the introduction. of computer hardware, software and trained staff I to selected community facilities accessible to the public such as local libraries. Some· projects of this nature have recently been commenced, such ·1 as the 'Whitehorse Electronic Village' which will be a public, non~commercial electronic forum and information exchange for the eastern suburbs of 1· Melbourne .. It should be accessible to the public late in 1995. Other similar pilot projects have recently commenced for rural communities centred I on Wangaratta and Maffra. Policy Context These pilot projects conform to the National Strategy for Communications Networks, proposed in the Final Report of the Broadband Services I Expert Group (December·1994). The first of the three key elements of this strategy is 'education and communitY access'. The strategy encourages I the expansion of access (and help people learn to use r.~etworks at the same time) by providing · network connections to schools, libraries, hospitals I. · and community centres - at first narrow bad ( eg. voice, e-mail and other low·data rate services) and I then broadband links as they-become available (to support high data rate services such as video). .. ; .. The pilot projects are also central to the State I Government's objective of encouraging the use of new technologies; the Technological City. I. Objectives The main objective is to familiarise the community and small/medium-sized businesses with inrorrnalion networks wl'lich are available or will I soon become available. This will encourage community and business groups to identify ways in which information technology could be I introduced to their own activities with resultant increases in the quality, quantity or affordab.ility of their products and services. A secondary I. objective of the pilot projects is the social development of communities. by providing another I forum for community interaction and exchange of : SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-231 .. I' I: I I I . I I local information. · Cost $100 000 per site but this cost depends on the details. The report of the Broadband Services I .. Expert Group recommend that schools and libraries be connected to services such as Internet ' and that funding be on a dollar-for-dollar basis I between the State/Commonwealth Governments. liming These projects could be commenced immediately I as the hardware, software and information networks are already available. I· Integration with Other Projects/Programs This project complements the development of I VicNet (for public libraries). · Expected Benefits The main benefit would be the raising of awareness for information networks for the general I community I especially for the 96% of Australian households without a comput~r and modem. Assessment-Performance Indicators I Usage of the network. Lead Agency There are a number of candidates but the I Victorian Department of Arts, Sport and Tourism would seem most likely. I Support Groups Community Groups. Implementation Identify access points, type of information to be I accessed, funding and administration arrangements. I I I I I I SINOAJR KNIGHT MERZ · 5R046.104.BJF:mbm:6/6/95 K-24 il . I I I ProjecVProgram No.- 1. 7 I Project Title North East Unk (Metropolitan Ring Road) EES ' Description: The North East Link Road will provide an extension of the Scoresby Freeway (Eastern Ring Road) from Ringwood to Greensborough to link with the I northern section of the Metropolitan Ring Road. · With the lack of east-west primary arterial roads between the Melbourne CAD and the northern section of the Metropolitan Ring Road, this link will provide a very important connection for accessing markets external to the region. An EES will be required to initiate planning of this project - estimated planning of the project - estimated cost .· $1.5M, Estimated· construction cost $850M. I Policy Context This North East Link Road will provide major support to the Federal Government's national · economic development strategy and the State Government's transport and economic policy by I making planning provision for the next critical link . I (after the City Bypass) in Melbourne's primary road network.- . Objectives The objectives associated with North East Link Road are: I o to reduce the cost of doing business by provided improved access to national and I international markets. o to bring· regions of the city closer by making regional travel more efficient. 1-- o to improve the operation of on-road public transport. o to focus major traffic movements on arterial 1 roads so that local streets can be protected from through traffic. o · to improve access to regional centres and I other employment locations. o to improve safety and reduce vehicle pollution. I, Cost · The estimated construction cost of the North East Link Road is $850M. The estimated cost of the -I preceding EES would be approximately $1.5M. I SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-25 I.: I}f'' I. I Timing The area between Ringwood and Greensborough I is poorly seNed by. arterial roads .. A. further EES will be required· following the completion of the Scoresby EES to determine an appropriate I strategiq transport route to link the Scoresby transport corridor to the Metropolitan Ring Road northern section. The Northern Link ·Road EES I should follow the Scoresby EES to show the Governments' commitment to linking Melbourne's I strategic routes. · · Integration with other Projects/Programs . This project along with the City Bypasses will I provide a metropolitan wide level of integration by linking the South East region to the North West region creating a whole range of employment, I business, recreational, etc. opportunities. Expected· Benefits: o Reduced business costs I o Rapid public transport o Reduced through traffic on local networks o Improved road safetY I o Linking. of regions on a metropolitan scale o Assessment Performance Indicators I The North East Link Road is ranked third lowest of the projects put forward by study team members. · This ranking reflects the perceived environmental I difficulties associated with implementing this project. The. North East Link Road was the only project with a negative implementation rating. I ' . . Lead Agency Department of Transport I Support Groups VicRoads Department of Planning and Development I Local Councils Implementation The first stage of this project will be 'the preparation of an Environment Effects statement to determine I . an appropriate transport corridor. I .I I SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 · K~26 ,' ::1 I LEGEND "'-. 2.1 Scoresby Corrldoor EES I 2.2 Program of Congestion Relief. The spots Indicate a general program of small scale traffic engineering Improvements rather I than the precise location of these Third Express Track to works. Ringwood. 2.3 The General Public Transport Upgrade includes: I 2.3.1 Third/Express track to Ringwood r( 2.3.2 Double Deck Trains I 2.1 Scoresby Corridor EES 2.3.3 Key Station Upgrade I 2.3.4 Cauffield/Oandenong Reliability I Upgrade I • ·2.4 The Bike Network Includes both I \'v-r 1\ on road and off-road links and 1 '·"'~ (f extends throughout the region. 2.3.4 Caulfield/Dandenq • ~ I reliability upgrade . • I j I i I I i i \! : I PORT PHILLIP BAY I I I I 'WESTERN PORT BAY I I 1:. MI!LBOUIUII! IIITROPOUTAN smAT2GJC JHI'RASTRUCTVRII ST\IDY FIGURE K2 SOUTH I!ASTERH REOJOH 1t9S STRATEGY ELEMENTS 2: IMPROVE INTRA REGIONAL SINCLAJRKNIOHT MERZ/ NIEIRCONSORnU'!!!M!..-____C.;_Q...:,N.:..:.N_E.:..:.C_T...:.IVfY ______~ I .. I ! ' 'i. I I I I Project/Program No. 2. 1 Project Title Scoresby ,Corridor EES I Description The Scoresby Transport Corridor is located along the industrial, commercial and employment axis of the outer-eastern and south eastern Melbourne. It I links activity centres at Ringwood, Dandenong and Frankston and connects them to the rapidly developing south eastern growth area. A recent I study for Vicroads, Strategic Planning Investigation of the Scoresby Transport Corridor, has shown that a freeway over the entire. length of the corridor 1- would produce significant net economic benefits to users. That study showed that the project should now proceed to a full Environmental Effects I Statement. Policy Context The project is part of the Eastern Ring, included within Vicroads' Linking Melbourne Strategy. The I SE Infrastructure Study Team view is that the project is mainly of value in improving intraregional access, rather than interregional access, and that I there are some concerns about whether the project would add to urban sprawl in Melbourne. The project is thus considered a key element in I improving intraregional connectivity but its wider urban developmental impacts need to be I considered closely. · Objectives At this stage, the objective is to complete an EES on transport improvements in the Scoresby Corridor, focussing partic.ularly on major freeway I I. development. The EES needs to demonstrate how· the project will impact on economic, environmental I and social development in the region and in Melbourne as a whole. Cost A full scale EES might cost about $500 000. Cost I of subsequent transport improvement·initiatives will depend on the nature of those initiatives. · I Timing An EES cou!d begin very soon, given the completion of the planning investigation for I Vicroads. I. SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-27 I.:~' ,. Cl I I I Integration with Other Projects/Programs I This initiative is a major contributor to Strategy Element 2 but also contributes to Element 1 Improve External Connectivity. It may detract to .I the achievement of Element 5; Encourage Employment Growth in the North West of the region and Element 7; Promote Sustainability. I Expected Benefits The main benefits will be savings in intraregional transport costs. There will also be some benefits to I firms which trade externally from improved · transport costs, which would assist competitiveness and increase export potential. ~- However, the project is inferior to the City Links projects in this regard. Assessment-Performance Indicators I. o User benefit-cost ratios o Extent to which project improves accessibility o Impact on ESD (e.g. impact on pollution I emissions; o impact on· urban consolidation; net effect on natural environment and amenity I Lead Agency An EES should be under the auspices of the Departments of Transport and Planning and Housing., I Support Groups 0 Vic Roads 0 MET I 0 Regional Development Agency (REDO) Implementation Key activities- prepare a brief for the EES; call for. I: ',. expressions of interest in the conduct of the study fromd suitably qualified consultants; commission 1. stu y; assess outputs. I I I I. SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-28 I I I Project Program No. 2.2 Project Title Program of Congestion Relief I Description This program comprises two elements: o · The upgrading of roads of strategic I importance to the south east region to reduce travel time and vehicle operating costs; I o · Improving access to activity centres in the .region. I thereby reducing transport costs. Analysis of freight movement estimates for Victoria indicate the south, east, north west and I . country/interstate each generate around 'one-third of the Victorian freight movements and the following patterns of freight movement have been I identified for the south east region: o internal movement; in the south east region I approximately one-third of all freight generated. by the region moves internally; o inter-regional; half the freight generated in the I south east region is moved to the north west region, forced to travel through the central city due to the radial road network. Only 8% of I freight generated by the south east region moves to the central city area; o country and interstate; around 1-2% of freight I generated in the south east region travels to/from the country or interstate. Of this, 70% travels to/from beyond the north west region I (Hume, Calder, Western or Westgate Fwys). I These movements are highlight the importance o~: o access to the· central city area from the south east region; · o movement to the north west region, Geelong I and the Western and Hume ·Highways through the central city or beyond the north eastern I . edge of the metropolitan area (Lilydale, Yarra Glen, Ye~. Seymour). I · .. SINO.AIIl KNIGHT MEilZ 5R046.T04.BJF:mbm:6/6/95· K-29 I.:• South Eastern Arterial (SEArtl); Princes Highway East (PHE); Nepean Highway/Boundary Ad/Governor I Rd/Huttons Rd/Greens Rd; 0 SEArti/PHE/Nepean Highway - West Gate and Tullamarine Fwys link; I 0 Stud Road; . 0 Stud Road- Yarra Glen- Yea- Hume Freeway I link; 0 Movement through Dandenong along Princes Highway East and from Stud Road to Dandenong-Hastings and Dandenong- I .Frankston Roads. Reductions in travel time and vehicle operating costs along these routes will significantly reduce I transport costs for manufactured goods in the south east region. I In addition, access to industrial sites from the arterial road network is difficult for commercial vehicles due to insufficient median openings for I right turns or u-turns and inadequate turn geometry into and out of service roads along arterial roads. This requires trucks to slow to I absolute minimum speeds which increases travel time and causes considerable interference to traffic flow on the arterial road .. Also, trucks have I. slow acceleration characteristics. The following key projects have been identified: I Springvale Bypass I A location with significant congestion and a w~ry high number of accidents is the sixway intersection of Springvale Road, Centre Road and -~ the Princes Highway.· To relieve congestion the Springvale Bypass could be extended from the Princes Highway north to Ferntree Gully Road. I (Cost: $12 000 000). I: SINClAIR KNIGHT MERZ . 5R046.T04.BJF:mbm:6/6/95 K-30 1- I.· .. I I I Greens Road - Nepean Highway Route I Upgrading this route would involve: o duplication 'of Greens Rd, Hutton Rd and Governor Rd between Frankston-Dandenong I Road and Boundary Road; o signalisation of the intersection of Boundary and Governor Roads; - I o signalisation of the intersection of Boundary and Lower Dandenong Roads; o upgrading of tlie intersection of Lower I Dandenong Road and Nepean Highway. (Cost: $5 000 000) I Stud Road Stud Road has some sections which are undivided 'although much of.this route has a four lane divided cross section. Over most of it's length there is I sufficient reserve to widen· Stud Road to a six lane divided cross-section. ·I (Cost: $15 000 000). Transport operators have expressed concern I about the pavement roughness. I (Cost: $200 000). Dandenong Bypass Road A bypass around Dandenong would provide a I bypass· for traffic using PHE and a connection between Stud Road and Dandenong~Fiinders and Dandenong-Frankston Roads. The northern and ·I southern legs exist currently (SE Fwy) and freeway_ reserves exist for the western and southern legs (Scoresby Fwy and Dingley Fwy respectively). A I bypass of Dandeong will be considered as part of the Scoresby Corridor EES (Project No. 2.1 ). I Greensborough - Ringwood/Bayswater ·Link Feasibility of extending the Western Ring Road to the Scoresby Freeway (Ringwood) or Healesville Freeway should be investigated. This would I involve a.strategic study, EES and planning scheme amendment. I (Cost: $1 000 000). I I SINClAIR KNIGHT MERZ 5RQ46.T04.BJF:mbm:6/6/95 K -31 " ,:;J I I I Bavswater- Yarra Glen Link The Scoresby Corridor is subject to a separate I ··analysis (Project 2.1 ). An alternative is upgrading the upgrading of Mountain Highway and Dorset . Road between Stud Road and Maroondah I Highway. (Cost: $8 000 000). I Locations of these projects are indicated in the attached figure. I Median Openings Springvale Road in particular, has been identified I as lacking median openings for right turn and u- .turn access to industrial sites. · This requires additional travel to an opening or intersection or I 'around the block'. (Cost: $4 000 000 (say 50 locations@ $80 000 I each)). · · Service Road Access I Redesign of service road entry and exit arrangements is required at specific locations. Cost: $1 500 000 (say 50 locations @ $30 000 I each) These works will have flow-on benefits to other I road users, including on-road public transport (b.uses/light' rail). I Policy Context Export exposed manufacturing industry is highly sensitive to transport costs; reducing travel time I and vehicle operating costs improves international · competitiveness. ObjeetiV~S Improve access to Industrial development and I reduce transport costs for freight movement. I Costs $47 Million. I Timing Immediate start, duration of 1 to 2 years followed by on-going reviews and works at a reduced I scale. · I; SINClAIR KNIGHT MERZ SR046.104.BJF:mbm:6/6/95 K-32 I ------I I I I Integration with Other Projects/Programs I Independent. Assessment-Performance Indicators I This program has significant benefits to manufacturing industry by reducing freight transport costs. · There are flow-on benefits to I other road users. The urban design/form/livability impact is negligible, as the program consists of localised roadworks such as adding extra lanes to I existing roads, etc. Freight is effectively mounted within the metropolitan region entirely by road so the program is independent of public transport, I although.buses will benefit from travel time and vehicle operating cost reductions. The program is easily implemented, requiring input from one I authority (VicRoads) with engineering approval from relevant municipalities. I ·· A project evaluation proforma is attached. Lead Agency Vic Roads I Support Groups o Local Government o Industry Representatives I Implementation Process: identify sites,·prepare a works program, design, construction. I I I I I I I I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-33 I I I Project/Program No. 2.3 I Project Trtle General Public Transport Upgrade (Rail) Descripti~n Within this project we have identified the following I sub-projects related to fixed rail. 2.3.1 Third Express Track to Ringwood I 2.3.2 New doubledeck/advanced train rollingstock 2.3.3 Key Station Upgrade I 2.3.4 Caulfield - Dandenong Line Reliability · · Upgrade I I I I I I .I I I I I I SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-341. ·I' I: I I I I ProjecVProgram ·No. 2.3.1 Project Trtle Third Express Track to Ringwood I Description: A variety of measures to improve service performance on the Ringwood line. Includes: o Provision/Extension of 'Third track for express I and passing train running. Existing third tracks are located from the city to Blackburn on the. Ringwood line. The main proposal is for. extension of this track to Ringwood, although there are also proposals for a limited extension to Mitcham. Third tracks enable I express trains to pass stopping trains and generally increase capacity and reliability during peak periods. I o Station, trackwork and signalling modifications associated with the above. I o . At least one level crossing grade separation. Policy Context: Train reliability is seen as a key to future train operations. Furthermore there is a desire to provide a more appropriate 'tiered' service to rail I customers. with a greater variety of express services for longer distance patrons. I Objectives: To make rail services more attractive via faster and more reliable services. Secondary objectives include: I o To reduce road traffic congestion o To improve the urban environment I o To better utilise an existing regional resource. Cost: . A total package was costed at between $80 - $1OOM in 1989. The limited third track, Blackburn I to Mitcham was estimated at $24 - $36M. liming: Can probably be implemented up to a about a I year past a decision to proceed. Integration with Other Projects/Programs: I Would integrate well with express. rail proposals to Tullamarine Airport and other measures of the Rail Capacity/Reliability program. Also enhances I regional centres (Ringwood). I I SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-35 I I I Expected Benefits: . A more attraCtive and reliable service. Also some impacts on road traffic levels and better I environmental transport imp?cts. Assessment-Performance Indicators: . I This project was rated alongside the other projects in the rail capacity/reliability upgrade programme ·· 1. as a whole. Overall the program ranked 7th out of the 20 projects and second of the Public Transport projects for the .South East. It had a unanimous I top score from all consultants in terms of Public ,. Transport Improvements criteria and high s9ores for intra-regional and intra-regional accessibility criteria, urban consolidation and general · I environmental criteria and also community acceptability. I Lead Agency: Public Transport Corporation Support Groups: Several ...... , ·" -~...... I Implementation: A review of benefits/options followed by construction. I I I I I. SINOAIR KNIGHT MERZ 5R046.T04.8JF:mbm:6/6/95 K-36 I I I ProjecVProgram No. .2.3.2 Project Title New Double Deck/Advanced Train Rollingstock I Description: Provision of newhigher capacity and more reliable passenger train rollingstock. A variety of trains including the Sydney Tangara sets would fill this I specification. Trains could be provided over several years as the older existing Hitachi sets require replacement. Currently a single double I deck rail set (4 Tangara Cars) is in service and has access to parts of the central Melbourne network and the Belgrave and Lilydale sections of I the Burnley group. Wider access to the Caulfield group would be required for this project. This would require some clearance works on the I Caulfield line. Policy Context: Reliability is seen as. a key to improved future rail I services ..Some existing peak services are overcrowded at key points. The rationale for the introduction of new higher capacity/advanced rail sets is that: I o Existing sets are very poor performers in terms of reliability. o Higher capacity is required in some cases for I existing peak period services. Larger trains are a more cost effective means of providing this capacity. Also expected future growth in I rail patronage will also require· additional capacity. New higher capacity seating vehicles could cater for these demands. I o Although the existing fleet is relatively young (average age is some 12 years), there is a requirement for selected renewing of older rail I sets. o New rail sets can act to improve the image of rail services, particularly if these sets are of I . an attractive/modern and clean type. Objectives: To make rail services more attractive via the. I provision of more reliable, attractive and higher capaqity rail vehicles. Secondary objectives include: . o To reduce road traffic congestion. o To improve the urban env.ironment o · To better utilise an existing regional resources. I SINOAIR KNIGHT MERz 5R046.T04.BJF:mbm:6/6/95 K-37 I I I Cost: Detailed costing would depend on the types of I vehicles chosen. It is likely that provision of such services would be put to open tender. This would impact on costs since they would be determined I by market competition. As an indication, the Tangara sets were costed at I some $16M per rail set. It is likely that a phased programme would be implemented whereby at ·least some of the 58 older Hitachi Met trains were I replaced over about 10 years. This would result in . a maximum replacement of about 6 trains a year · at a cost of some $90M pa. I Costs associateed with investment in double deck trains should be considered within the general context of ongoing fleet replacement needs; I although the sets are comparatively expensive, this is only a marginal increase relative to the fact that they n~ed.to be replaced by new sets I anyway. liming: The Met rail fleet is relatively young with an I average age of some 12 years or so. There are 2 types of train; Comeng and Hitachi. Hitachi trains I .are the oldest with an average age of 20 years. They are only used during peak periods: Comeng trains are preferred for more general use since they have air conditioning system (Hitachi Sets do I not). An Hitachi replacement program would. preferably ·1 begin in the relatively near future and would take a maximum of 10 years. Integration wtth Other Projects/Programs: I This proposal integrates well With the other measures in the rail capacity and reliability program since the provision of more reliable ·rail I sets would work better. with a more reliable rail infrastructure. I Expected Benefits: A more attractive rail service via the provision of more reliable, attractive and higher capacity rail vehicles .. This should act to reduce road traffic I, congestion and improve the urban environment. I SINOAJR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-38 I ! . I I I Assessment-Perfonnance Indicators: . I This project was rated alongside the other projects in the rail capacity/reliability upgrade programme as a whole. Overall the program ranked 7th out of I the. 20 projects and second of the Public Transport projects for the Sou!h East. It had a unanimous top score from all consulta~ts in terms of Public I Transport Improvements criteria and high scores for intra-regional and intra-regional accessibility criteria, urban consolidation and general I environmental criteria and also community acceptability. I Lead Agency: Public Transport Corporation. I Support Groups: Various...... Implementation: . A review of vertical and horizontal clearances . would be required to assess if works are required to provide access for the larger double deck ·rail I sets on the Caulfield Group. Any works resulting from this would then have to be implemented. The provision of the sets themselves would require the I setting up of a detailed specification followed by a tendering process. There would be some logic to .I a flexible specification allowing the provision of more 'off the shelf' and hence cheaper rolling stock. · I I I I I I I I SINCLAI~ KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-39 I I I Project/Program No. 2.3.3 I Project Title Key Station Upgrade Desc;ription: 'Fast Tracking' of the program of rail station I upgrades for certain key South East stations and provision of key bus interchange facilities. At this stage key facilities targeted for upgrading include: o Caulfield and Oakleigh Stations. o Pakenham/Cranbourne Line Stations. upgraded for facilities beyond those required I for existing demand but appropriate for forecast near-future demands resulting from growth in the are.a. . I o Ringwood Station - a more defined package of measures- associated with service reliability · improvements. This includes rearrangement I of platform positions and trackwork to make for better platform use/interchange and also the general improvement in local track signalling ana. track positions. I The description below uses the Ringwood Station as an example of station upgrading. I The project scope :of the Ringwood Station I upgrade includes: · · o conversion of the existing up platform to an -~- island platform; · 0 rearrangement of trackwork and· overhead at both the up and down end to pr~vide parallel. I" movements and the degree of flexibility for interleaving the arrival and· departure of trains · with stabling movements; I. 0 widening of bridge over Wantirna Road to cater for three tracks; I 0 removal of signal box and relay room to allow the rear island platform face to be I constructed; 0 the provision of a satellite control centre and the associated computer interlocaking control I. equipment; 1.. SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-40 I I I o conversion of mechanical interlocking to computer interlocking; o upgr~ded passenger facilities and interchanges. Policy Context: The Public Transport Corporation has developed a I Station Investment Strategy designed to improve . the experience and perceptions of travelling on rail services. This has graded Melbournes 206 I stations according to demand usage levels and set standards of facilities to be provided at .I stations relative to this grading . This option envisages targeting key rail stations/inter-changes in the South East for priority upgrading based on the following: I o High order stations with significantly below average image/level of facilities i.e. Caulfield and Oakleigh. I o Facilities in areas where significant demand growth is expected which would improve the. I case for upgraded faCilities in the near future. The Ringwood station upgrade package is more related to service reliability improvements, I although these necessarily impact of the general attractiveness of services. I The Ringwood rail line is by far the busiest in the Met Trains network with some 90 000 passenger trips per weekday. Ringwood· station is used by I some 13 000 passengers each weekday (boardings plus alightenings), which makes it the · I fourth busiest station in Melbourne's ·suburbs. Ringwood station.is a major constraint in the network as: . I 0 it is adjacent. to the junction for the Lilydale and Belgrave lines; o it is adjacent to train stabling sidings; o some trains originate or terminate at I Ringwood; o it provides only two platform faces. I Currently, up to 16 trains travel through Ringwood station in the peak direction in the peak hour. in I future, this number will probably need to increase I SINO.AIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-41 I I ·I in response to patronage growth. I' Reliability is the most pressing concern of public transport customers. The Ringwood line is now more reliable than during 1990 for example. I However, passengers still experience delays of more than 5 minutes once per week, on average. Such 'unscheduled' delays cause most I ·inconvenience to customers and are regarded as being very frustrating. Late services also. result in some trains being more crowded, which affects I passenger comfort. · In 1993, 92% of Lilydale and Belgrave trains I arrived at their destinations within 5 minutes of . schedule. This is below the current Ministerial target for the Met Trains system of 93%. Ideally, I this target would increase. over time. Objectives: To improve the attractiveness of rail services in . order to encoura·ge wider use. Secondary I objectives include: o To reduce road traffic congestion o To improve the urban environment I o To better utilise an existing regional resources. I The Ringwood project would improve train running performance through·: I. 0 impr9ved flexibility of working due to yard rearrangement and the provision of an extra platform (which will enable parallel I movements and better recovery facilities after· train disruptions); I 0 a reduction in the number of signalling failures due to the replacement of very old signalling. equipment, including computer interlocking I replacing mechanical equipment which was installed in 1926; I 0 in-built computer diagnostics enabling a more rapid identification, location and rectification of signalling faults. I. I SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-42 ·I. I I I I Introduction of third platform working with I simultaneous arrivals of trains provides the ability to schedule trains more closely with a higher degree of confidence and to cope with a future I increase in the number of trains in the Ringwood - Box Hill line section. I COst: This would be determined by the design and construction required in each case. Previoos.-. upgrades. have generally been in the range of $1- I $5M each. The more defined Ringwood station works include some significant track re-workings I and are estimated at some $10M in total. liming: This would largely be determined by the type and volume of works required. A· period of 1-2 years from a decision to proceed would probably be I . necessary. Integration with Other Projects/Programs: I This group of options is closely correlated with all the other Rail capacity/reliability upgrade program options. In particular the improvement in station I environments is designed to work together with any reliability performance improvements to generate greater total benefits to service quality. I Improvements in station environments would also act to improve the image of key regional gateways and wo.uld this be associated with the South I Eastern greening program and the program to enhance existing regional centres. I· Expected Benefits: Improvements in the attractiveness of rail services and general increases in usage. Secondary benefits include reduced road traffic congestion I and general improvements to the urban environment. I While effiency reforms are Ofl target, the quality of services provided to Met customers is not entirely satisfactory. In March 1994, the Minister for Public Transport launched Stage 2 of the Transport I Reforms. This Stage aims to improve customer I service, particularly reliability and safety. I ..: I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 · K-43 "• ""' I I I This Statement sets short term targets for on-time running of Met Trains, for peaks and for the whole I day. In June 1994, these targets will be reviewed .for further improvement. I Assessment-Performance Indicators: This project was rated alongside the other projects I in the rail capacity/reliability upgrade programme . as a whole. Overall the program ranked 7th out of the 20 projects and second of the Public Transport I projects for the South East. It had a unanimous : top score from all consultants in terms of Public · Transport Improvements criteria and high scores for intra-regional and intra-regional accessibility I criteria, urban consolidation and general environmental criteria and also community acceptability. I Lead Agency: Public Transport Corporation Support Groups: Various. I Implementation: In each case more detailed design work would be required. This would be followed by construction I and redevelopment works. I I 1.: I I I I 1- SINC.AIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-44 I r I I ;:·: I Project/Program No. 2.3.4 ProjeCt Trtle Caulfield-Dandenong Rail Line - Capacity and I Reliability. Upgrade. · DeScription:· This project is -part of the wider program of Passenger Rail Capacity and Reliability Upgrading I Study, review and implementation-of a range of measures aimed at·improving the reliability and capacity of the Caulfield-Dandenong line of the I- Caulfield rail group. Exact definition of the measures would be the output of the review. Possible measures include the following: Passing loops (3rd tracks) at key stations/rail I junctions.·· These would present wider opportunities for express train movements and also enhances the flexibility with which the service. I can be provided. A flexible service can better · manage situations which creat~ un-reliability e.g. train failures. I Rail Flyovers at Cau.lfield/Dandenong. Flyovers enable grade separated track crossings. Track crossing is necessary where separate lines merge. I Track crossing at grade often necessitates the stopping/waiting of conflicting trains until tracks are clear. These waiting periods are particularly I disruptive when.timetables are disturbed because of train un-reliability. Wider Provision of Road Crossing Grade I Separation.- The main existing proposals are for grade separation of the Dandenong-Hastings · Road crossing on the new Cranbourne line. I However wider provision of grade separation should be considered and further proposals generated and evaluated. I Second Track for Cranbourne Line. Single track lines are a significant constraint' on service scheduling since trains in both directions must be carefully timed to avoid each other. Single track I sections are :particularly disruptive to on-time running once the service is disturbed due to un I reliability events; they tend to exaggerate delays · further. This proposal s~ggests the addition of an ex~ra track to the new single track Cranbourne line. I Signalling(Irackwork Review. General assessment of train control and management measures to I better supervise;schedule adherence and to direct I SINOAIR KNIGHT MERZ '5R046.T04.BJF:mbm:6/6/95 K-45 I I I operations after events which tend to generate I unreliability. Scheduling Assessment. As part of implementing any of the above, timetables would have to be re- I scheduled· including appropriate measures to permit recovery time. These can ensure a more robust service pattern. . · · I Policy Context: In the Victorian Minister for Public Transports, 1994 policy statement' Public Transport Reform- From 1· . a System to a Service', train· reliability was seen as · a key to service improvements. New targets were set for train reliability (93% of trains to arrive within I 5 mins. of schedule, .88% of peak trains). 'At the time, levels of reliability were lower;. some 91.5% of trains were arriving within 5 mins of schedule (85% peak). However generally levels of reliabifity have I improved; the lowest.recorded levels were 87% in early 1989. · Within the Public Transport industry, train reliability I is generally seen as a key measure of overall system performance. · There is a general view that . .I forecast Increases in road travel congestion are likely to make rail travel a viable option for many existing car travellers. However the competitiveness of rail to penetrate these markets I is considered to be heavily related to train reliability. Furthermore cases of overcrowding are 9ocumented on existing services at existing levels I. of demand. The requirement for higher capacity and more reliable rail services is largely based on I the importance of these factors in making rail more competitive with the private car. · Objectives: To make rail services on the Dandenong Line more attractive via improved reliability and capacity. Secondary objectives include: c · To reduce road traffic congestion o To improve the urban environment o To better utilise an existing regional resource. I Cost: This will vary according to the composition of the package of measures which are selected. Passing loops can vary between half to several I. Million Dollars each. Several of these structures could be a recommendation of the review. Rail Flyovers are generally higher cost infrastructure I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-46 I .. I I items in the several to tens of Millions of Dollars · I .. range depending on detailed engineering requirements. Grade separated road crossings · _ are also in this cost range; the most developed · I proposal is this area is the Dandenong-Hastings Road proposal. which has been estimated at some $10M. The provision of a second track on the I Cranbourne line has been estimated to cost some $20M. Costs for other measures including I signalling and scheduling are unclear. liming: The most time consuming project in this group would be the construction works for either flyovers or the dual tracking. of the Cranbourne line, I however a period of up to 2 years would probably be necessary ·at most. A further timing issue is the ·time required for the capacity/reliability review I . . which would precede construction works. This . would require at most 1 year .. Overall therefore this project could be implemented within 3 years I of a decision to proceed. Integration with Other Projects/Programs: I This project would integrate well with the airport . express rail link proposal and also other members of the Rail capacity and reliability upgrade I program. There are also wider associations with the measures for strategic enhancements of key I regional centres which lie along this line. Expected Benefits:· The key benefit would be to make rail services on the Dandenong Line more attractive via improved I reliability and capacity. This should enhance service utilisation and passenger demand, ultimately reduce road congestion demands. I Secondary benefits would include: o ·. reduced road traffic congestion and associated congestion related environmental impacts. I o better utilisation of an existing regional ·I resource. Assessment-Performance Indicators: This project was rated alongside the other projects in the rail capacity/reliability upgrade programme I as a whole. Overall the program ranked 7th out of the 20 projects and second of the Public Transport I projects for the South East. It had a unanimous I SINOAIR KNIGHT MERZ 5R046.f04.BJF:mbm:6/6/95 K-47 I I I top score from all consultants in terms ofPublic · Transport Improvements criteria and high scores I for intra-regional and intra-regional accessibility criteria, urban consolidation and general environmental criteria and also community I acceptability. · Lead Agency: The Public Transport Corporation, Met Rail and I Infrastructure divisions. Support Groups: Several I Implementation: 1. Study review of the reliability/capacity issues on the line including an assessment of be"st I measures for service improvement. 2. Implementation of recommended measures I I I I' 1:- 1 I .. I I I I· SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-48 I I ·I I I ProjecVProgram No. 2.4 Project litle Bicycle Path Network I Description A network of 'Principal Routes' of about 3 km spacing has been proposed by VicRoads for the Melbourne Metropolitan area, inCluding the South I East Region. About one third are off~road paths about ·two thirds on on-road routes. There are many proposed routes in the region which are I stalled through lack of funds. Policy Context This ·project is. supported by State and Commonwealth government policies aimed at I promoting sustainability and livability. It is also supported by policies promoting equity of access, .I health and fitness. Objectives Bicycle networks cover a wide range of objectives primarily related to transport, recreation, health, I fitness, sustainability and employment creation. Cost $10M- $50M equivalent to 50 km- 250 km of bike I paths. Timing Many projects are simply awaiting funding or a I small amount of design work before implementation. I Integration with Other Projects/Programs Although bike networks support many other urban . objectives, their implementation can proceed I independently. Expected Benefits Recreational, utilitarian, walking, fitness and the I ability to walk or ride in natural environment. Specific Comments o Livability I Attractive option for short trips. o Integration of Transport and Land Use I Particularly at the local leveL Some councils. in the South East Region have integrated bike I routes into residential subdivisions. I I . SINClAIR KNIGHT MERZ 5R046. T04.BJF:mbm:6/6/95 K-49 .~ ; 'J I 1.. I o Environmental Benefits I Cycling is an environmentally and economically sustainable transport mode which does not have the normal problems of I . unwanted emissions, fossil fuel use or high running costs. Cycling being available to most groups in the community is a socially I equitable mode. Assessment-Performance Indicators _ 1.. Lead Agency Vic Roads (State Bicycle Committee) I Support Groups Bicycle Victoria, Local Council, and ·cycling clubs. · I Implementation . The planning, design and construction process fits into local council processes well. I I. I. I 1/ I. I I. 1. I: SINO.AIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-50 I NOTES .o . FUTURE MAJOR CENTRES I I I I 3.3 GLEN WAVERLEY ACTION "PLAN I Transport Interchange, Station .. , Relocation and Ring Road. I I DANDENONG CENTRE I 3.1.1 Dandenong CAD Structure · Plan 3.1.2 Cultural Centre Project PAKENHAM 3.1.3 Streetscape Improvements 3.1.4 Shuttle Bus Public Transport , I 3.1.5 Road System Upgrading I I '· ) I I I I WESTERN PORT BAY I III!L..BOUIUm III!TROPOUTAN STRAT!OIC INJIRASTRUCTUR2 STUDY FIGURE K3 I ·soUTH!AST!RHR!OION 1995 STRATEGY ELEMENT 3: II IMPROVE KEY URBAN .I 1__ :.._____,,..------lw.--· SINCLAIR KNIGHT MERZINIEIRCONSORTIUo!J!M'------=C=E::.::N..:.T::.::R.;::.E.;::.S_____ ....L I· .,. i.j I. I I ProjecVProgram No. 3.1 · I Project Trtle Dandenong. Central Activities District (CAD) and Adjacent Industrial Area Transport Improvements I Description . This project is based on a number of supporting projects designed to: o improve the social, cultural and environmental I image of Dandenong CAD; · 0 improve accessibility to and within the Dandenong CAD and the major Dandenong South Industrial area; o · provide a firm basis for ongoing urban management relating to further investment of. both public and private capital. Individual project descriptions are provided below: I 3.1.1 Dandenong CAD Structure Plan In addition to the above specific projects, and as an important support to them, it will be important I. that the existing Dandenong Centre Structure Plan is capable of guiding a variety of public and private investment decisions over this next I decade. Council is proposing to review the present and, to I date, successful Structure Plan. It is desirable that . · an additional budget provision be made to . · I upgrade the robustness of this important framework for ongoing investment and urban management. 3.1.2 The Cultural Centre Project In a study for the Outer SouthEast Partnership I Project (Arts Victoria et al), KPMG (1994) identified the need for a regional cultural centre with a performing arts focus. This centre was seen as a I 'peal< regional centre which would be fed by · j people and organisations using local and municipal venues located throughout the region· I (KMGP 1992). • Such a centre would respond both to the I community's cultural needs and also to the need ·. for high quality support facilities for industry and business in the region in the form of conference and training facilities, trade exhibitions and 1.· SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-51 I. NOTES The projects shown are Intended to Indicate the type rA actions which 818 possible. They 818 I · Indicative and sUbject to further stUdy. Some road projects related to the areas south of the .: · Nevicultural/ TaNrl Centre are81so shown . .:. Perfonning Arts I .. Centre ······ ----··- .·: NewLocal >- I :. i :By[ass . .w,w·~· .. lf lt'lllnF=-.:=+---- - New Bus Tenninal I· :::·?D I .\(/)' -a:w I ~I c~ELiENHAM I I I ,. Need for major" access to industrial area I I .. 0 \ I • \ I • ~' ...-.- . ~· "- •. Pound Road~~" I Extension / / I ,/ Grade separation I Dandenong Hastings Road tevel Crossing I at Lyndhurst I . MELBOURNE METROPOUTAN STRATEGIC INFRASTRUCTURE STUDY FIGURE K4 SOUTH EASTERN REGION 11118 POSSIBLE IMPROVEMENTS TO . DANDEN(JNG TOWN CENTRE I SINCLAIR KNIGHT MERZlNIEIR CONSORTIU~~~~....-______; ______--1 I· I 1·: I social/public relations facilities._ I The KPMG (1994) recopmmendations relating to facilities were in the context of a larger action -I program which wouid include: . o more detailed planning of future facilities; o planning for a comprehensive delivery of I· regional cultural services; o the staged construction of cultural facilities. The KPMG (1994:12) envisaged that a •medium I sized venue with a perf9rming arts orientation should be developed as soon as possible ..... with a I target completion date of 3 to 5 years.· The venue would contain: o · flexible 400 seat au_ditorium with raked floor; o multi~purpose spaces for dining and · I meetings, exhibitions and other performances. In the longer term, a "fine arts• concept performance venue with up to 1 000 seats would I be a desirable addition to regional facilities,. though this could be at an alternative site. I 0 Greater Dandenong Council has resolved to undertake the construction of a civic centre and _carpark complex on a site between the existing I municipal offices and the Dandenong Market, · located at the north-western edge of Dandenong CBD. This centre will be staged (construction of I the basement car parking is currently underway) and will include: . 0 upgraded market facilities; . I o renovations and extensions of the library and municipal offices; o provide a major civic theatre/cultural. centre I complex, above the basement (stage 1) carparking to include: · a 300 seat theatre; I ~a 1 OOO.seat auditorium with theatre stage; - supporting function rooms and meeting rooms; I -community gallery. 3.1.3 Streetscape Improvements The commercial precinct of the Dandenong CAD I located west of Lonsdale Street is in dire need of streetscaping to improve the image and the I. SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-52 I ! . I'I. I I attractiveness of the area to prospective . I developers and tenants. Council has developed a streetscape improvement I plan but, with limited funding, implementation will take 5 years.· The estimated cost of works is $2M. I Danderiong has a negative image. Expeditious implementation of this streetscape project would provide a substantial boost to attracting businesses and hence employment to the I Dandenong CBD. This project is considered to have a high short term priority. It should commence immediately and be completed within 9 I months. 3.1.4 Shuttle Bus Public Transport I .... Surveys indicate. that a. substantial number of people travel by car within the CAD to conduct . their business, shopping, etc (i.e. intra-CAD trips), I with drivers parking more than once within the CAD. To minimise car travel within the CAD and to improve amenity, Council has investigated a. I frequent shuttle bus service with set downs located to provide excellent coverage of the CAD. I The estimated capital cost of this project is $1M. With the recent electrification of the rail line to Cranbourne, there is the opportunity for I Dandenong CAD to provide regional retail, business and community services to the rapidly increasing population to the east and south east. I The considerable distance betWeen Dandenong Station and the major retail centre will limit the · opportunity for those relying on public transport. The above shuttle bus, connecting the railway I station to the retail centre, would minimise this ·problem. I 3.1.5 Road System Upgrading The following transport projects will improve accessibility to the Dandenong CAD and I Dandenong South Industrial area. I I I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-53 ------I I ·I CBD Ring Road To reduce traffic movement and improve amenity I within the Dandenong CAD, an internal ring road has been planned but is only partially completed. Foster Street and Stud Road currently form the . I south and east legs respectively. The King Street and Robinson Street connections, forming the north and west legs respectively, are yet to be I completed. King Street Extension I King Street between Stud Road and the Princes Highway East will form the north leg of the CBD ring road. To complete this section requires I upgrading King Street and intersections between Stud Road and Cleveland Road and construction of a new road between Cleveland Road and I Princes Highway East including the necessary land acquisitions. A new intersection will be formed at the Princes Highway to connect King I Street with Robinsons Street. . The estimated cost of this project is $~5.5M of I. which approximately $4.0M will be required for land acquisition. Robinson Street Extension I Robinson Street forms the current western boundary of the Dandenong CBD and extends · I from Princes Highway East in the north to Foster · :'' Street and the Dandenong public transport · interchange in the south. I Council's current proposal is to link Robinson Street to Cheltenham Road requiring a grade separated crossing.of the railway line .. The · I proposed alignment of the crossing is to connect ·with Cheltenham Road at Station Street rather than I Hammond Road in order to minimise the possible use of Robinson Street as a bypass for industrial traffic from Dandenong South. I· The estimated cost of this project is $12M. I. ·I. SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-54·1 1.:· I .I I Foster Street Widening I The section of Foster Street between Thomas Street and Lonsdale Street forms part .of the CBD ring road. This section is narrow and because of I the relatively short distance between the Thomas Street and Lonsdale Street, intersections is very I congested. It is proposed to widen this section of road to improve access to the CAD and the level of I service for movements between Cheltenham Road and Stud Road, including reducing delays to bus I services. The estimated cost of this project is $5.5M, which I includes $5M for land acquisition. . · Cheltenham Road/Hammond Road Intersection This important intersection is located adjacent to the Dandenong CAD and provides a number of I functions: · · o access to the Dandenong CAD via Foster I Street; o primary access to the South Dandenong industrial area; arid I o access to the east and north via Cheltenham Road and Stud Road respectively. I It is proposed to realign the Hammond Road leg of the intersection, including capacity improvements I at an estimated cost of $1M. Plunkett Road Duplication Plunkett Road and McRae Street provide I alternative access (to Lonsdale Street) to the Dandenong CAD retail precinct from the east. McRae Street has previously been duplicated over · I a major portion of its length with the section of Plunkett Road from the Dandenong Creek to I Princes Highway East still to be completed. I I The estimated cost of this project is $1.5M I · including approximately $1M for land acquisition. I I SINOAIR KNIGHT MERZ 5R046. T04.BJF:mbm:6/6/95 K -55 j I I. I Glow Street/Lonsdale Street Intersection Improvements I This intersection currently provides the gateway to the CAD from the north. The intersection is operating near saturation, particularly during the I .. evening peak period. An intersection upgrade is proposed, including improvements to service road connections. The estimated cost of this project is I: $200 000. Greens. Road Duplication I The Greens road/Hutton Road/Governor Road link has provided much improved access to the South Dandenong industrial area. This link provides a I connection between the South Gippsland Highway and Nepean Highway and some relief to the parallel alternative, Cheltenham Road. I The importance and usage of this road is reflected in the severe congestion. now being experienced · on the two lane section of Greens Road between 1 the Frankston-Dandeong Road and the South Gippsland Highway, with access difficulties being 1: experienced from adjacent industries. The section includes an at grade rail crossing. With el,ectrification of the rail service to Cranbourne and I .increased service frequency, delays to traffic on Greens Road will increase. It is proposed to duplicate Greens Road between I the Frankston-Dandneong Road and S6uth Gippsland Highway including grade· separation of I the railway line. The estimated cost of this project · is $5M. · I. Pound Road Extension To provide improved accessibility in the South Dandenong industrial area south of Greens Road and improved lirrkaye~ between Hampton Park I. and the Frankston-Dandenong Road, the Pound Road extension is proposed. This project extends 1. Pound Road from the South Gippsland Highway to Abbotts Road. The proposed extension will not only improve east west connectivity but will also open up a large I. area of land for industrial development. The road will be constructed from developer contributions . .. I. .. SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-56 I: f· I I I although grade separation of the rail crossing with I requir_ing alternative funding, estimated to be $5M. Westernport Highway (Dandenong-Hastings Road) I Within this part of the region, the Dandeong Hastings Road provides links between the Hastings Port and associated developing industrial I area, Dandenong CAD and the south Dandenong industrial area. There are inc:reasing freight movements on this road and with increasing rail I · services to Cranbourne, a road-over-rail grade separation south of the South Gippsland I Freeway/Highway interchange is· required. ·The estimated cost of this project .is $5M. Detailed design of the overpass is currently underway. I . Policy Context .... Dandenong Centre is a large commercial centre or. central activity district (CAD) which is strategically located to serve a regic:mal industrial, business and I· residential community. The important activity centre role of Dandenong I has been recognised for many years through State and local Government policies. Dandenong Centre was one of th~ district centres defined in I metropolitan policy, until that policy was modified to provide a more market responsive approach to commercial centre management. Dandenong I Centre is one of the largest of all non-central area activity centres in terms of retail floor space (largest by Department of Planning and Housing I estimates in 1989-90, with 109 000 m2 in retail .floor space, cf Prahran/South Yarra with 109 000 m2 • I and Knox with 80 000 m2: Moodie 1991 ). Da:ndenong is strategically located with respect to established areas in its subregion and new growth I areas to the east, south and south east. It sits at the centre of an excellent road and rail system. It has good road connections into Gippsland and the growth areas to the south east via the Gippsland I Highway, Dandenong-Hastings Road and Cranbourne Road, while Stud Road provides good ·I links to the north. The nearby-electrified rail line (a. Better Cities project) also services growing ··~· residential areas to the south east around Berwick I and Cranbourne . . ... -- ______...;______I SNOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-57 1: I I Substantial population growth to the east and south east of Dandenong CAD is expected over I the next 20 years. The largest area of zoned industrial land in the metropoljtan area, is situated immediately t6- the south. of Daridenong Centre. I Less than one third of it is developed. Dandenong CAD, with its large retail area, a I number of important public offices and good regional road/rail links, is therefore well placed to service the growing areas to the south east and I, east. The region is relatively remote from central CAD services. There would be important economic I benefits for the region in developing an extensive range of high quality business services in I Dandenong C~ntre ... Objectives Social, Cultural and Environmental Factors i. improve substantially the range and quality of ·I regional cultural facilities and venues. ii. improve substantially the visual quality of I. public spaces in the CAD. iii. reduce or remove the negative social image 1. of Dandenong CAD sites, environs, with a view to obtaining a more positive invester response across all areas. · I Accessibility and Transport Related Improvements iv. remove through traffic from the Dandenong II CAD and improve amenity. v. improve heavily congested locations within I, the Dandenong CAD. vi. provide improved transport capacity and I. accessibility in the South Dandenong industrial area. .I vii. minimise multi-private vehicle trips within the . CAD and replace with frequent mini-bus service. I. 1-1 SINClAIR KNIGHT MERZ SR046.T04.BJF:mbm:6/6/95 K-581. CAD Structure Plan viii. provide a framework plan for ongoing urban management and investment (public and private) over the next decade. Cost . Structure Plan $70 000 additional to the (approx) $30 000 proposed by Council Cultural Centre $15-20 M (subject to detail design). Accessibility - Road Improvements The estimated total cost of proposed transport ·improvements is $40.7 million. Individual project costs are provided above~ Costs have been obtained from Council studies and estimates by . the consultant for this study. ·'':Accessibility- PublicTransport'lmprovements $1 M capitalised. . Streetscape Improvement: $2M Timing Structure Plan Immediate Cultural Centre - Planning phase - 1Y2 years - Implementation - 2 years Road Improvements · The majority of these projects could commece immediately with detailed design followed by implementation. The above project descriptions indicate a likely time frame. Public Transport Improvements Should be immediate. Streetscape and Planting Program Desirably immediate. Implementation with Other Projects/Programs The Structure Plan update will be the most effective means of ensuring that all projects for the Dandenong CAD ~ effectively integrated with other projects/programs. SINOAJR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-59 ""' 1<.·€.0. .I I The overall Dandenong CAD project is part of the wider framework of major commercial centres in I the south east. The cultural centre project is assessed in relation I to the provision of cultural facilities in Melbourne's south east and Latrobe Valley. Transport improvements in and around Dandenong will I attract business and industry providing increased employment in the area.· The proposed transport improvement will also · support rapid transit services, the Melbourne CBD and Melbourne Airport. The streetscape improvements will contribute to the broader greening of t.he South East Project. . I Expected Benefits o Improve overall invester confidence in Dandenong CAD. · :I o Improve the general community attitude towards and expectations of Dandenong 1· CAD. 0 Increase the range and· quality of higher order .1 business services available through . Dandenong at any point in time. 0 Reduce transport costs for business and industry and along with other measures, an improvement in the image ofDandenong. Lead Agency Greater City of Dandenorig Support Groups 0 Vic Roads 0 Public Transport Corporation 0 Arts Victoria Implementation Complete Danqenong structure plan as a matter of high priority including a more detailed assessment of the above projects, .I their costs, priority and timing. 1·. SINClAIR KNIGHT MERZ 5R046.T04.8JF:mbm:6/6/95 K-61 I. I I I The structure plan would be expected to give I priority to: o the cultural centre; o streetscape improvements; I o . priorities which would be set within the road improvement program; I o the shuttle bus seivice. I I I I I I I I I I I I I SINClAIR KNIGHT MERi 5R046.T04.BJF:mbm:6/6/95 K -62 I I I Project/Prograrri No. 3.2 I Project Title Cauffield Employment Node Description Development· of the c'ommercial and education I precinct surrounding the Caulfield Railway Station. into a major centre providing a focus for the strong I growth of business and education services in the area. The project at this stage will require the ·· development of a strategy plan for the business J. centre. Policy Context The employment growth forecasts indicate that the strongest growth will be in the inner areas. That I is, the areas that currently have the most highly educated population· and a relatively high proportion of the workforce employed in managerial and professional occupations. The. I growth will be concentrated in the finance and business. services ar_1d other knowledge based industdes. · Thus requiring a highly trained and .I skilled workforqe. . · Strategically, the fostering of growth in the inner I areas should help to constrain urban sprawl by · imposing a 'travel time to work constraint' on the urban· fringes. I The area surrounding the Caulfield Railway Station I has a number of competitive advantages, the most important of which are: · Monash University Caulfield Campus provides I a strong basis for close business and. · academic interaction, and is a major attractor I of students and professional workers to the area; The area is well .served by both public and · I private transport; Caulfield Railway Station is the junction of the ·I· Dandenong/Cranbourne and Frankston rail lines, it would be one of the few stations I served by the proposeds. Da.ndenong to . Melbourne Airport Rail erv1ce; I, '. SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-63 I ..t·· I I I I c ~ I 0:: z~ 0 0:: I 0 E I Encourage Service · Sector Employment I Transport I Interchange I I I I I I I I I MELBOURNE M&TROPOUTAH STRATEGIC INFltASTRUCTURE STUDY FIGURE K6 SOUTH EASTERH REGION 11111 . I CAULFIELD EMPLOYMENT NODE SllfCt.AIR KNIOHTMERZINIEIR CONSORT1U'11L------.J I· I I I The centre is on Dandenong Road and is served by North South Roads, including I Grange and Burke_Roads and Glenferrie and Hawthorn Roads are also close to the centre. I There has already been strong growth in business enterprises in the area and local councils ./ I anticipate further pressure for commercial development; The Caulfield racecourse is afocal point for I. recreation activity in the area and its land provides options for carparking and other related development which could enhance the viability of I the racecourse and the Caulfield centre. The Caulfield centre is currently split between two .councils, Glen Eira and Stonnington. Stonnington I has recently developed plans to create a heritage area on the residential block bounded by Burke, Wattle Tree and Dandenong Roads; and to I encourage .higher density living in the block immediately north of Dandenong Road and East of I Burke Roads. The aim of this is to provide good · quality student housing for Monash Caulfield Campus. I Glen Eira Council has not, to current knowledge, developed special development plans for the area. I The council recognises the development potential and significance of the area and has undertaken preliminary discussions with the Victorian Amateur Turf Club regarding use of Caulfield racecourse for 1- . parking and other activities supportive of a · commercial centre. _l.- Objective The development of the Caulfield Business Centre is designed to ensure the right conditions are ·created to ensure strong employment growth in I the area. This employment growth should provide employment for the local population and for - residents of the touter suburban areas served by .I the rails and other transport routes serving Caulfield. The project should ensure the maximisation of the I. benefits to be gained from a strong relationship between business and the University at Caulfield. -I $1NOAIR KNIGHT MERZ . 5R046.T04.BJF:mbm:6/6/95 K-64 I ,·. I I I The other objective is to develop a higher order I service centre in a location with maximum accessibility to the residents of the South East Region, particularly through the use of public I transport. Cost Initially, a strategy plan could be developed at a I cost of around $100 000 reflecting consultancy costs of. around $50 000 plus a further $50 000 of inputs from local councils and the State I Department of Planning.· These costs are based on discussions With local planners in the· councils. I The eventual project costs could be of the order of $15 million to $25 million. The prospective plan may require major works at the railway station, I perhaps to the level of a major ·interchange, some ···- .... _ ...... ,.~ .. "'·redirection of roads and.other major. works .. Land. acquisition, including development of existing i: parks and their substitution with qther reclaimed I land could be a major component. However, the major issue will be the adoption of appropriate I. planning regulations. liming_ Initial study could be carried out in the 1995/96 financial year. Planningregulations could be in I place by December 1996 and major works to follow over the next 10 years. I Integration with Other Projects/Programs Related projects include the Dandenong Melbourne Airport Rail Link, other rail upgrades on I this line and there is an institutional link to the development of the Monash Clayton campus I industry development proposals. Expected Benefits The project should enable an increase of intensity of public transport usage in the Frankston and · I Dandenong/Cranbourne corridors, improve employment prospects for persons living in the currently blighted areas of the Industrial South, I improve the feasibility of the Melbourne Airport Rail Link and strengthen the linkage of the education sector to the business community, a link.which is becoming increasingly vital to modern economies. I Finally, it should assist in the process of urban · I consolidation. .... ···-·· ...... ---:~~-~--:------I SINOAIR KNIGHT MERZ 5R046.104.BJF:mbm:6/6/95 K-65 ;:-,, I ;'. I I Assessment-Performance IndicatorS o Completion of planning strategy in required I timeframe; o Creation of the appropriate land use zoning in th·e area; I o Attaining of local business and community commitment to the concept; I. In the longer term, the success of the project will be measured by the number of jobs created in the precinct and by the effects on transport use. I Lead Agency o City of Glen Eira o City of Stonnington I o Department of Planning and Development Support Agencies . o Ministry of Transport I . ·. . o . Monash University o Department of Education o Federal Department of Employment, I . Education & Training o Victorian Amateur Turf Club o The VictoriEu1 Employers Chamber of .1 Commerce and Industry Implementation Currently, the area available for development is· I disparate with the centre being split by Dandenong Road and the railway, Monash's . development potential is also constrained by I available space. · · I I. 1·. SINOAIR KNIGHT MERZ 5R046.104.BJF:mbm:6/6/95 K-66 ·I r. I I I I ProjecVProgram No. 3.3 Project Title Glen Waverley CommerciaVShopping Centre I · · Description The aim of this project is'to enhance and further develop the role of Glen Waverley as a major regional commercial centre, particularly as a I transport interchange centre for the central eastern suburbs. The Glen Waverley station has the second highest.usage of·any suburban railway I station in Melbourne (second to Box Hill). The centre is strategically located at the end of the _Glen Waverley line and hence draws on a I substantial area of the central eastern suburbs both through private vehicle access and through bus feeder networks. This capacity could be .I· further enhanced by up grading the station and · ...... the transport.interchange fu.nction of the existing facilities, including extensions to bus bays, I kiss-and-rid~. and park-and-ride facilities. The centre also has a comprehensive structure plan which provides scope for a major I employment node through office development adjacent to the station and the· retail precinct. This office development will compliment the major .I expansion of the retail role of the centre currently underway with the construction of the David Jones Department Store .and associated specialty shops I which will increase the retail floor area of the centre. To fully realise this potential a ring road needs to be completed around the eastern side of · I the centre. Substantial parts of this road have been completed but completion is dependent on relocation of the station. Thus· any upgrading of the I station and construction of enhanced and expanded transport interchange facilities needs to part of a relocation program so that the full I potential of the centre can be realised. A detailed feasibility analysis has been completed. I Key components of this project are: 1. Relocation of the station to the west of the existing site as a modern station with major interchange facilities. I 2. Completion of the ring road around the east of I the centre. . ----·---.. ------.,.------:--- I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-67 I 1- I I I I I I I. I I I I ·I I I. I I MELBOURNE METROPOUTAH STRATEGIC INFRASTRUCTURE STUDY FIGURE K6 SOUTH EASTERN REGION 11188 GLEN WAVERLEY TOWN CENTRE POSSIBLE; ACTIONS SINCI.AIR KNIGHT MERZINIEIR CONSORTIU-.,______.:... ______.~ I. I [ f. I I I Policy Context ·. Commonwealth: I o Integration of transport proposals with land use planning I o , Increased livability Metropolitan: o A more livable environment .I o Concentration of employment in areas of high public transport accessibility I Regional: o Improve infrastructure services in existing urban centres I o Protect/enhance major environmental resources · and recreational assets I Objective To enhance and develop Glen Waverley as a major ~ .node of employment and.as a transport interchange facility for the central eastern suburbs. I Cost .station relocation, transport interchange facility and construction of ring road NPV in 1991 $.tEs $21.4m. although more detailed analysis is likely to show I potential for a better NPV. (Source: City of Waverley (now Monash) and Ministry of Transport, Glen Waverley I. Development- Feasibility Study 1991) Timing 1. Station relocation and transport interchange facility: I - Detailed feasibility study - 1995-96 . - Relocation and construction - 1996-97 I : 2. Completion of ring road - 1998-99 · Integration with other Projects/Programs I Strategy Element 1 - Intra-regional connectivity Strategy Element 7 - Promotion of sustainable I development Expected Benefits I General: o Better transport facilities and services for the regional population. o Increased self-containment in services and I facilities required by the population of the region . .I ... I SINClAIR KNIGHT MERZ 5R046. T04.BJF:mbm:6/6/95 K-68 I I I · Specific to the Centre: I . o Increased competitiveness and capability of the centre. o · Enhancement · of .. the· functioning of the centre in I terms of traffic movements. Lead Agency City of Monash · I. Support Groups Department of Transport/PTe, Department of Planning and Development, Private Bus Operators .. I Implementation City of Monash. I I I I I I : ·:. I I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-691 I I I I ProjecVProgram No. 3.4 Project Trtle Frankston CommerciaVShopping Centre I Description The aim of this project is to enhance and further develop the role of Frankston as a major regional .Activity Centre both for leisure and recreational I U$es as well as being a centre for retail, commercial, civic and education. The centre is · currently the most southerly major activity centre I on Port Phillip Bay. The bay is highly accessible . from the centre and through urban design improvements and the construction of regional I recreation and leisure facilities the scope exists to develop a major focus of activity on the Bay . .I Key components of this project are: 1. Safe boat harbour and redevelopment of the I Kananook Creek Mouth - Frankston SoLithbank • development 2. · Regional boat launching facilities at OliverJEs Hill . I 3. Reconstruction of Kananook Creek retaining· . walls 4. · Development of pedestrian, public transport I and cycle links between to Bay, the station and Frankston campus of Monash University I · 5. Transport interchange at the railway station Policy Context Commonwealth: o Integration of transport proposals with land· I use planning o Increased livability I Metropolitan: o A livable environment I Regional: · o Improve infrastructure seNices in existing urban centres I· o ProtecVenhance major environmental resources .and recreational assets Objective To enhance and develop Frankston centre -of I commerce and regional recreatjon and leisure I activity in the south east region of Melbourne. I SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-70 I. / I I I I I PORT PHILLIP BAY I I Frankston 'Southbank' I Development I I I Bay to Monash University ( Frankston Campus ) I· and Railway Station Link I. I I I· I: MELBOURNE METROPOUTAH STRATEGIC INFRASTRUCTURE STUDY FIGURE K7 SOUTH EASTERN REGION 18H POSSIBLE IMPROVEMENTS TO FRANKSTON TOWN CENTRE 1: SINCLAIRKNIGHTMERZ#NIEIRCONSORnUIIL------' I .I I I Cost 1. Safe boat harbour and redevelopm-ent of the I Kananook Creek Mouth - Frankston Southbank development- $12.2 million 2 ... Regional boat launching facilities at OliverfEs -I Hill - $2.1 million 3. Reconstruction of Kananook Creek retaining walls - >$2.5 million I 4. Development of pedestrian, public transport and cycle links between to Bay, the station · ·and.Frankston campus of Monash University I $0.5 million 5. Transport interchange at the railway station - I $10.1 million liming 1. Safe boat harbour and redevelopment of the . Kananook Creek Mouth - Frankston. South bank development - I .. . 2 .... RegionaL .boat launching facilities at Oliver fEs . Hill - . 3. _: · Reconstruction of Kananook Creek; retaining I walls- 4. Development of. pedestrian, public transport and cycle links between to Bay; the station I and Frankston campus of Monash University - 5. Transport interchange at the railway station - I Integration with other Projects/Programs Strategy Element 1 - Intra-regional connectivity Strategy Element 7 - Promotion of sustainable I development Expected Benefits General: I o Increased competitiveness and capability of t~e centre. · o Better address for businesses/improved I marketability of the centre. o Better facilities and services for the regional population including recreation and leisure I facilities. . o Increased self-containment in services and facilities required by the population of the I region. Specific to the Centre: . o Increased viability through greater I diversification of uses and activities. o Improved environmental quality of the area, I. Kananook Creek and the Bay. a· SINCLAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-71 t·l I I I o Better public transport and pedestrian and cycle accessibility within and adjacent to the I centre. Assessment-Perfonnance Indicators I # Lead Agency City of Greater Frankston I Support Groups Departmen( of Planning and Development; Frankston Chamber of Commerce; Traders and 1.: Business operators of the Centre, Monash University, Boating and Sailing Clubs. I Implementation City of Greater Frankston I I I I I I I I. I I I· SINClAIR KNIGHT MERZ . 5R046.T04.BJF:mbm:6/6/95 K-721 .I I I I ProjecVProgram No. 4.1 Project Title Reinforce the Monash Technology Precinct and I Diversify its Base Description Within this project we have identified the following I sub-projects: · 4.1.1 Conference/Convention/Exhibition Facility 4.1.2 Industry/Business Education Networking I 4.1,3 Develop the Monash Precinct - Public Transport Access 4.1.4 Review of Regulations Constraini_ng Site I. Development I. 4.1.5 Urban Desig,n Initiatives I I I I I I I I I I I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-73 :.1 NOTEs·._ I This~ encompasses number of actMIIes wt*h are alliin the planning and concept de'Jelapment stages. These are: I 4.1 Reinforce the ~ Technology Precinct and . Diversify Its Base I 4.1.1 Conference/Convention I ExhibiUon Facility I 4.1.2 Industry/Business/Education Networking :·· ... ~ 4.1.3. ' DeV~op the Monash Precinct I Public Transport Access 4.. 1.4 Review of Regulations Constraining Site Development I Urban Design Initiatives I I ·I PORT PHILLIP BAY I I. I I ~· ... : I I WESTERN PORT BAY I MI!LBOURHI! MI!TROPOLITAN STRAT201C INPRASTRUCTURI! STUDY FIGURE KS SOUTH I!ASTERH REGION 1!95 STRATEGY ELEMENT 4: 1- DEVELOP THE MONASH SINCLAIR KNIGHT MERZI NII!IRCONSORnU~ML.; _____.:.P.:.R=E:.:C:.:.IN:.:.C;:..:..T _____---J I. I I I I Project/Program No. 4.1.1 Project Title · Conference/Convention/Exhibition Facility I ··.· .. Description .:T~· -.. ·A conference/convention facility of 1,1p to 300-500 person capacity to cater for all but the largest I gatherings. It would be flexible in its configuration, but able to · provide ·a large space for plenary sessions, or a I variety of smaller spaces and break-out rooms depending on the particular requirements and I multi-use .. Should include ·up to 500 sq. m. of exhibition space or at lea$t space which could offer exhibition space as one of its uses. The . I I ...•...... • "'. incorporation.ot exhibitions into conference proceedings has become an increasing trend in ; .. />.:i '. recentyears, particularly, in the. high-tech I ·commercial/semi-commercial market which could be targeted.· I Kitchen and bar facilities plus air-conditioning to be included. Associated accommodation faCilities, or at least easily accessible local accommodation I of an appropriate standard, would enhance the marketability of the centre. I A full feasibility study would be required to determine the most appropriate size and scope of the facility to best attract the desired market I segment, (primarily targeting those gatherings which reflect the innovation and knowledge I intensive image desired for the Monash Precinct). Policy Context Regional Economic Strategy: • - Developing the Monash Precinct I - Exploiting the economic strengths that are unique to the area .. Melbourne Metropolitan .Strategy: I -International Competitiveness National policy Framework: I - Each region to develop its own solution from its . inherent strengths and generation of new opportunities. ·I- SINClAIR KNIGHT MERZ 5R046.104.BJF:mbm:6/6/95 K-7 4 J LEGEND I ·* GATEWAYS I ~ BOULEVARDS =NEW URBAN PRECiNcT I POTENTIAL CHANGE · ~ AREA MEDIUM DENSITY HOUSING I:; :·.:j·oPEN SPACE I TECHNO CENTRE -EXISTING & POTENTIAL I TECHNO CENTRE -POTENTIAL SHUTILE TRANSIT I • • • ••. SYSTEM LINK TO 1: GLEN WAVERLEY · DISTRICT CENTRE I I I MELBOURNE METROPOLITAN STRATEGIC IHFRASTRUCTURE STUDY FIGURE K9 SOUTH EASTERN REO ION 1nt MONASH TECHNOLOGY PRECINCT SINCLAIR KNIOHTMERZINIEIRCONSORTIU------1 I· I I I Objective Aims to further develop the Monash Precinct as a a· · centre for excellence' and innovation and as a centre for a broad range of regional activities. I Cost Feasibility study $75,000 Conference/convention facility (Total 1,000 sq. m. ?); $1,675 per sq/m. I Exhibition space component (Tatar 500 sq/m?) up to $2,500 sq/m. Total cost: >$3.0 million I Source of estimates: Rawlinsons Australian · Construction Handbook (adjusted). I Timing Immediate start to full feasibility study. Construction to begin as soon as feasibility is proved and finance arranged. I Completion - 1998/99 ··:"'• Integration with Other Projects/Programs .. · . , . · ' Encourage employment growth in the I Oakleigh/Huntingdale industrial are;3.. · ·' ·· Would support the South East Region's economic I development through provision of a high quality facility available for everything from business I association meetings to product launches. Expected Benefits General · Would enhance the area's image as it would I create the most comprehensive facility of its type outside ttie central Melbourne area. I National Benefits i. Would enhance Australia's image as a nation which values innovation and excellence. I ii. Would provide opportunities for technology transfer and economic development. I International competitiveness Would increase regional industry's effectiveness. Assessment-Performance Indicators I # Lead Agency . Municipality and Monash University with private I sector involvement. I I SINOAIR KNIGHT MERZ 5R046.104.BJF:mbm:6/6/95 K-75 I I I Support Groups o Regional municipalities o Regional bodies such as REDOs I o Regional businesses and business · associations · ,...... -~ • 1 ••. •. • I. Implementation . Could be best located on or adjacent to the ·Monash Clayton Campus to make the most of I whatever marketing cachet could be derived from association with one of Australia's premier universities. However, the City of Monash is I . considering such a faCility for the Glen Waverley .: Oistrict Centre. If dE!veloped with University involvement, location in the District Centre could I .. enhance links between the Centre and the University and provide a 'broader' environment for the facility (i.e. retail, office development, etc.). I Private sector involvement may also be more· ~ ...... easily obtained.,·,.:,t .. o.:~--'i'- .2 • If located on a Monash University site, I establishment of the facility with private sector involvement may. require amendment of Monash University's enabling legislation to permit excision I of land for private development or granting of a long~term lease. This problem would not occur with the District Centre location. I I I I I I I I SINCLAIR KNIGHT MERZ · 5R046.T04.BJF:mbm:6/6/95 K-761- ------I I I Project/Program No. 4.1.2 Project Title Industry/Business/Education Networking I Description Development of Technology Transfer Institutes where university academics and industry experts work side by side to develop university I inventions/discoveries to the point of commercialisation. These would provide technology-related industries with access to I Research and Development facilities, project . management skills and university expertise. I Development of an Incubator Centre to sup'port the formation. of start up companies for the commercialisation of university technology and to I assist new local businesses. Forging of more and broader links with industry and business throughout the technology precinct I and across the region through the. Monash multi campus structure. I Forging of more strategic links with secondary schools and other education institutions throughout the region, using the Monash multi-campus I structure. Policy Context Regional Economic Strategy: I Developing the Monash Precinct Melbourne Metropolitan Strategy: I International competitiveness and use of new technologies. I National Policy Framework: Building a competitive environment with I competitive firms. Objective o Use world's best practice to take technology from the laboratory to the marketplace and so . maximise benefits for academics, students,. I industry and business. o Provide industry with facilities and expertise to I perform Research and Development. I I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-77 I I I' Cost $3.0 m: to $6.0 m. across the first five years depending on the approach adopted. ·I (Source: Montech estimate) I liming Montech has already begun an investigation of the feasibility of a self-sustaining project. Following establishment of suitable facilities, a five year trial I period would be needed to refine the concept and approach. I Integration with· Other Projects/Programs 5. Redevelopment of Oakleigh/Huntingdal~ industrial area. · I 6.3 Professional occupations training program. Expected Benefits General I Extension of a concept new to Australia. Facilitates commercialisation-of university technology. I Allows regional development of businesses and industries. Provides businesses and i[ldustries with I access to R & D facilities. Allows partnering arrangements to be developed. ·I Increases investment in R & D (especially by small business). ··a National Benefits Encourages economic development in the · technology-related industries (Clever I Country). · International Competitiveness I Would give regional industry a competitive edge in knowledge-intensive activities. Assessment-Performance Indicators o . Increased regional employment growth o Increased number of new start-up companies o Increased investment in R & D o Increased number of technology related industries. Lead Agency Monash University through Montech. SINO.AIR KNIGHT MERZ 5R046.T04.BJF:mbm:~/6/95 K-78 I· ; I I I Support Groups 0 Local industry I 0 Local community groups 0 City of Monash I. Implementation Will require seed funding to establish facilities, employ support staff and develop concepts. -I I I I I I I I I I I I. I I· I SINO.AIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-79 ,, w I I I Project/Program No. 4.1.3 I Project Trtle Develop the Monash Precinct - Public Transport Access I Description This would include a review of options for improved linkages by Public Transport to the main Monash University Site at Clayton. A variety of I options have been proposed including:The provision of Heavy or Light Rail between Huntingdale Station and the area. I Rail service options would have to consider the wider opportunities for service provision including: I .proposals to interconnect services with the nearot Football Park Site at Waverley. This is a major stadium prone to'widespread congestion during the holding of events. It also has significant car I parking capacity which could be utilised for a day to day peak park and ride service. proposals to expand the tram network for service along North I Road. The existing tram network has its most southerly eastern corridor link along Glenhuntly · Road. The next most important southerly I connection would be along North Road which is the main connection between the bay and the Monash Clayton site. I Wider proposals for mass transit provision to suburbs in the Mulgrave, Wheelers Hill area. II Improve bus access by: matching bus and rail timetables; 1: enhance reliability qf intermodal connections; review routes to better service the student population;· I provision of express services from high volume areas; · provision of additional week-end services; I actively marketing the up-graded services. Review fare zones and bus service zones h I· provide a better service and encourage. greater usage. Provide an adequate bus/rail interchange at Huntingdale Railway Station. ·I. Policy Context Regional Economic Strategy Developing the Monash Precinct. I SINClAIR KNIGHT MERZ 5R046.104.BJF:mbm:6/6/95 K-80 I I I I Melbourne .Metropolitan Strategy I A livable environment with sustainable development. I National Policy Framework Integration of transportation proposals with I strategy land use planning. This proposal is made in association with the objective of enhancing the Monash facility and its I region. The area is known to be well served ·by ·road and highway links, however the quality of services are known to be comparatively low given I the large number of students in the. area. Objective The key objective is to improve the quality of I service prov!sion to tHe Monash Clayton site and region.· In turn this is to improve the quality of facilities provided in the area and the general I attractiveness of the Monash precinct. Cost This would be determined by which and also how many of the options are deemed necessary. The I most expensive would probably include the expansion of the tram network along North Ro~d. This would be a considerable increase in service I· provision for the inner as well as the outer South east, however costs would be likely to lie in the region of $50-1OOM. A feasibility study would be I around $75 000. The heavy rail connection would be in the region of $20 to $50M the exact value depending of the level of grade separation I treatments required. Bus based options would be · considerably cheaper, since direct infrastructure · I investments would be small. Timing A timescale of 1-3 years would be required for implementation of this option depending of the I level and types of investments required. I I I I SINOAIR KNIGHT MERZ 5RQ46.T04.BJF:mbm:6/6/95 K-81 I I. I Integration with Other Projects/Programs I This project is more closely associated with the project to enhance the Monash Precinct and region. However the heavy rail options are also I closely associated with the rail capacity/reliability program options and also the South Eastern Region to Tullamarine Airport rail link. I Expected Benefits General Would make the precinct a more desirable location I for work and other activities. · · National Benefits i. I Enhancement of an area of national economic I significance. I Livability . Enhancement of the region's livability, particularly for people primarily dependent on public transport for mobility. I Assessment-Performance Indicators I Out of the 20 key projects in the· initial evaluation, this ranked third last on a total score basis. This. was due to a generally neutral scoring set of I evaluation with some negative scoring for funding criteria. Highest evaluation scores were for the educational access area. · . I Lead Agency Department of Transport and Public Transport Corporation. Support Groups 0 Monash University student body 0 Workers in local businesses · 0 Local municipality · I 0 Local residents 0 Monash University (Extracts from letters from Monash University a.nd Montech Pty Ltd are I reproduced below). 'I enjoyed meeting with you and Kevin O'Connor I recently. l am very pleased to know that the study is nearing completion and I write to assure you that the University is looking forward to I·; implementing the proposals that come out of your study' (M I Logan, Vice Chancellor, Monash University) I SINClAIR KNIGHT MERZ 5R046.T04.8JF:mbm:6/6/95 K-82 I I I ( I ·we are delighted that the study is nearing I completion, and look forward toworking with you in achieving the objectives. of stimulating economic development within the region through our I · Transtech Project• (Brian Powell, Managing · . Director, Montech Pty Ltd). I Implementation A strategic transport study would -be required to assess the needs and evaluate the options for better service to the area. This should be followed I by an appropriate construction and implementation phase. I I I I I I I I I ( I I I I SINOAIR KNIGHT MERZ . 5R046.T04.BJF:mbm:6/6/95 K-83 ~1· I I I Projecl/Program No. 4.1.4 I Project Trtle · Review of Regulations Constraining Site Development I Description A number of facilities previously identified as lacking from the Monash preCinct, such as a conference/exhibition centre, hotel/restaurants I and/or recreational facilities open to the public, would be best provided by the private sector. In soine cases the optimal. location would be on the I Monash University campus itself. The legislation which established the university places constraints on the disposal of university land and the period I over which land may be leased. These constraints may no longer be appropriate if the economic potential of the area is to be realised. I Policy Context Regional Economic Strategy Developing the Monash Precinct I Melbourne Metropolitan Strategy· A livable environment I National Policy Framework Integration of economic, social and environmental I objectives. . Objective To encourage the development of Monash I Precinct as a centre for innovation and excellence, . offering a broad range of regional activities and - diverse employment opportunities, by removing . impediments to the optimal location of services I and facilities. Cost Minimal. (Source: SGS estimate) I liming Review could commen~e immediately. I. Integration with Other Projects/Programs 3. Improve key urban centres. 5. Encourage employment growth in the North I. West of the region. Expected Benefits (3eneral · I. An enabling step necessary for optimising :.· I developmental flexibility. i l I SINClAIR KNIGHT MERZ 5R046.T04.8JF:mbm:6/6/95 K-84 I: I I National Benefits Would enhance the marketability of one of · Australia's pre~ier universities. Livability The livability of the area would be significantly enhanced.· I International Competitiveness The Monash Precinct's competitiveness in . attracting appropriate industry and other business I would be enhanced. I Lead Agency Monash University· Support Groups o Potential investors o Local residents I o People seeking work in the area I Implementation · Will require a well-argued case and significant I lobbying to have the issue accepted at the political level and amending legislation drafted for I presentation to Parliament. · I I I I I I I I a· SINO.AIR KNIGHT· MERZ 5R046.T04.BJF:mbm:6/6/95 K-85 I I I ProjecVProgram No. 4.1.5 I Project Trtle Urban Design lnitia~ives Description The Monash Precinct lacks a widely recognised I area focus. The university itself does not at present fulfil this role as it is too dispersed within its campus to provide a sense or image of a I. central place. Urban design initiatives can compensate for this to a large exterit and the precinct would benefit from an enhancement of its I. · physical form which linked its disparate elements and provided a unifying theme. . I Key components of an appropriate urban design treatment could. include: 1. Full implementation of the existing Monash I Precinct Land Use Policy guidelines for boulevard treatments, including special plantings, on the nominated roads, along I with gateway treatments at the points shown on Figure A . (See also Figure C) I 2. Development of a new urban precinct around the Blackburn Road/Wellington Road intersection which would provide for I apartments, shops, offices, restaurants and other urban centre uses. (See Figures A and B). I 3. Encouragem'ent of higher density dwelling development in the area opposite the 1- proposed urban centre on the south side of Wellington Road and along Clayton Road between Bayview Ave and Dandenong Road. I (See Figure A). 4. Facilitation of a shuttle bus transit system I within the Precinct to tie in with up-graded public transport access to and from the area. 5. Review of the Monash Precinct Planning I. Scheme to ensure that the initiatives proposed in this study can be freely implemented. I '. I. SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-86 I ---- I. I I I APARTMENTS ------+ · APARTMENTS/---+ I OFFICES LOCAL OFFICES/--+- I PUBLIC ·SHOPS TRANSPORT I I I I CREATING AN URBAN PRECINCT I I MATCHING GATEWAY BOULEVARD TREATMENTS PLANTING ALONG flags I sign age /landscape I MAIN AXIAL ROUTES AT EACH KEY ENTRY I I I I I MONASH: ENTRIES I MELBOURNE METROPOLITAN STRATEGIC IHFRASTRUCTURE STUDY FIGURE KlO SOUTH EASTERN REGION 18115 CONCEPTS FOR MONASH TECHNOLOGY PRECINCT I SINCLAIR KNIGHTMERZ/NIEIRCONSORnu...______.;..__ __ -----~ * I I I Policy Context Regional Economic Strategy Developing the Monash Precinct I · Melbourne Metropolitan Strategy I Alivable environment. National Policy Framework I Integration of economic, social and environmental . objectives. · Objective To encourage the development of Monash I. Precinct as· an attractive, vigorous centre, offering a broad range of regional activities with diverse employment opportunities and lifestyle choices. I Cost $2.5 m. (Source: SGS estimate) I liming Planning could commence immediately and the detailed implementation could be accomplished in the short to m~dium term. I Integration with Other Projects/Programs 3. Improve key urban centres. 5. Encourage employment growth in the North I West of the r~gion. Expected Benefits General · . I Benefits will relate to both livability and economic outcomes. · I Livability The livability of the area would be significantly enhanced. I. International. Competitiveness · The Monash Precinct's competitiveness in I attracting appropriate industry and other b.usiness would be enhanced. · Assessment-Performance Indicators I # I· SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-87 I I I I Lead Agency 0 City of Monash I 0 · Monash University . Support Groups 0 Potential investors I 0 Local residents 0 Monash University Implementation Will require extensive consultation with I stakeholders and interested parties. I I I I 'I I I I I I I I I o!.l SINO.AIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-88 I.. It ------~-- I I I Project/Program No. 5.1 Project Trtle · Redevelopment of Oakleigh/Huntingdale Industrial Area I Description This general part of the region has suffered significant loss of manufacturing jobs over the past I few years. The$e job losses have occurred in an area where the occupational mix is substantially geared to the manufacturing sector, where labour force participation rates are low and unemployment levels are high. A redevelopment p_lan focussed on the extensive Oakleigh Huntingdale industrial estate (located near the I corner of Huntingdale and North Roads) is needed to help achieve the revitalisatiqn of the indu$trial area as a prospective employment base for manufacturing, rather than for less employment I intensive activities. The project initially requires a detailed assessment of the locational strengths and weaknesses of the area, both site-specific and 1 in the broader regional context (e.g. lot size and . site access versus access to major arterial roads). This assessment needs to develop specific plans I · for redevelopment, which might range from site . · consolidation to arterial road improvements and area beautification and might include measures to I assist employment and ·output growth in existing businesses in the area (e.g. under NIES; DEET). Policy Context This project is central to the proposed regional strategy eiement 5, Encouraging Employment I Growth in the North West of the region. The urban • consolidation strategy is relevant to the initiative. · Also, some firms in industry sectors which are I singled out for growth by the state government are • located in the area, indicating the relevance of this initiative to business development strategies. I Objectives Initially, the project objective is to identify those initiatives which would most cost-effectively I improve the attractiveness of the area as a site for . manufacturing output and employment development. The longer term objective is to implement these initiatives to achieve such development. :-· I · SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-891 I NOTES This strategy !tlement Is still at the concept stage and contains the following I projects. . I I ·I I I I I I I I PORT PHILLIP BAY I I I '. I I I MEL.BOURNE MI!TROPOUTAII STRATEGIC ~UCTURI! STUOV FIGURE' K 11 SOUTH EASTERN REGION 1188 STRATEGY ELEMENT 5: • ENCOURAGE EMPLOYMENT GROWTH I SINCL.AIR KNIGHT MERZf NIEIR CONSORT1Ut ______..:.:.IN;:_T.:..:H;;E:_N:.:.O:::.R:.:.T.:..:H:.:.::.:..:WE:.=.::S..:..T..:..R=E:.::G:.:.:IO:.:N~ _____;_ I· I I I Costs. The cost of a detailed assessment of the requirements for improving the attractiveness of I the area, including an allowance for some design work, would be about $50,000. Subsequent cost of I implementing relevant initiatives would depend on the nature of these initiatives, which is unknown at this stage. I Timing The initial assessment could begin immediately, the timing of subsequent redevelopment initiatives depending on their nature. .I Integration with Other Projects/Programs This initiative is the major specific initiative I directed at improving employment initiatives in the north west of the region but it is complemented by projects 2.2 Congestion Relief, 2.3 General Public Transport Upgrade, 3.2 Caulfield Employment I Node, 3.3 Glen Waverley Transport Initiatives, 4.1 Reinforce the Monash Technology Precinct and Diversify its Base and 6.1 Increase EdUcational I Access. Expected Benefits Strategic Approach to Land Use Planning - The I benefits of a successful redevelopment program will be a sustaining of employment opportunities in I the north west, an area of relatively low . employment penetration and high unemployment, and a reduction of the pressures for continuing 1·. urban sprawl, because of the increase in employment opportunities in middle suburbs. This may not mean any net increase in job opportunities across the region as a whole (being ·I· more likely to involve a redistribution of emmployment) but it will mean an .increase in employment intensity, which should reduce I requirements for additional infrastructure and services investment in the outer areas. Assessment-Peformance Indicators I o direct. employment generation I o multiplier employment impacts o manufacturing output from area (local government area) o manufacturing employment in area (LGA) . o unemployment rate 1 o labour force participation rate o impact on ESD ( eg. supports urban consolidatiol:, ~NO.AIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-90 I I I I I Lead Agency Department of Planning and Development. Support Groups o Department of Business & Employment; Regional I o Economic Development Organisation (REDO) o Department of Employment and Training I Implementation Key activities - prepare a brief for the redevelopment study; call tor expressions of interest in the study from suitably qualified I consultants; commission study; assess outputs; prepare action plan. I I I I I I I I 1. I I I ... I SINOAIR KNIGHT MERZ . 5R046.T04.BJF:mbm:6/6/95 K-91 I I I Project/Program No. 6.1 I ProjeCt Title Increase Educational Access Description The project aims to improve the understanding of I industry needs in the education sector through a formal schools and local industry linkages. The activities may include taliks in schools, local ·I industry based excurions, work experience and curriculum development assistance. I Also there is a need to increase the propensity of students from the industrial and growth areas to I participate in higher level tertiary education. The . problem is largely attitudinal rather than one of physical accessibility. T.his should also be helped I by an industry in schools program. Only one imajor problem of physical access was I identified. On the Peninsula there is very poor · accesssibility to TAFE programs due to the distance and relatively infrequent public transport service. The provision of a TAFE campus at Rosebud would meet this need. 1 The e dt~cat!on atbtainmhenRt a~dd skti.11 structurEe of thed I . popu 1 a 10n 1n a1 1 ut t e es1 en 1a 1.1 nner. ast an the Industrial East sub-regions of the South i:.ast are poorly matched to the likely growth in employment. This program would therefore cover I most of the region. There are existing teacher industry interchanges ·but a comprehensive program of industry · involvement in schools is yet to be established. Work experience programs do address s_ome of I these issues. Policy Context The need to match skill and jobs is critical if the I. growth prospects of the region are to be realised and if the regional community are to fully participate in the local economy. The growth I: prospects of local industry will be constrained unless there is a suitably trained, skilled and willing workforce. I 1.·. SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-92 I I NOTES I This strategy has the following elements 6.1 ·Provision of Technical Training FactiHJes. I 6.2 · Program of Secondary School Student Retention. 6.3 Professional Occupations Training I Programs. In many cases the major barriers to better access are socio-economic in nature I rather than physical. I I I I I I I I I .I I I I . /---· ··~ ······-. . .. M. !l.BOUIUU! HTROPOUTAN STRATI!QIC INPRASTRUCT\IRE STUDY FIGURE K 12 . SOUTH !ASTI!RH REGION 1195 · STRATEGY ELEMENT 6: r-1 . INCREASE EDUCATION / I .. L+' SIHCLAIR IOOCJHT MI!RZ I NIIIR CON~~TIU~M'--_____:.A~C::..:C::..:E=.;S:;.;S;:__ __;;.._ ___--I .1·'. ~ I I I will also help to reduce travel time and costs by I ensuring an improved matching of local skills and opportunities. I Assessment-Perfonnance Indicators Indicators of improved performance would be to reduce the variation of local employment I participation rates per 1000 residents between statistical local areas to less than 5 per cent by I 2005. A useful but difficult measure would be a reduction . in the average travel distance and time for workers I in the region by a certain percentage over the period of the study. I Lead Agency o The Department of Education Employment and Training; D The Victorian Education Department; and I D Department 'of Business and Employment. Support Groups o Local chambers of commerce D Local manufacturing groups I D Individual firms o Local schools. I Implementation D Establish a program office to fully research · job and skill disparity; o Approve the establishment of the Rosebud I Campus and begin building the facilities. o Use the program office set up pilot programs in selected primary schools; I D Seek support for industry visits by teachers in relevant disciplines from local industry. · I I I :II . I. I SINO.AIR KNIGHT MERZ 5R046.104.BJF:mbm:6/6/95 K-94 f I I I ProjecVProgram No.. 7.1 I ~reject Title Westernport Drainage Projects Descriptions 7.1.1 Westernport Bay Stormwater .Treatment I Facilities. Construction of five large stormwater treatment facilities in association with retarding basins and I pqtential stormwater reuse facilities to protect Westernport Bay from further deterioration of its sea grass beds and of the adverse impacts I caused by turbid runoff from development sites in the Cranbourne, Berwick and .Pakenham growth areas. I 7.1.2 Upgrading of Bunyip Main Drain from Cora Lynn to lana I To improve the current low level of flood protection in the Koo Wee Rup farming areas and reduce sedimentation in .Westernport· Bay. I 7. 1.3 Integrated Airport and Water Re-Use Treatment Facilities To investigate the feasibility of combining possible I future airport and.stormwater re-use/treatment facilities. I I I I I I I. SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-95 I I., I I ·I ProjecVProgram No. 7 .1.1 Project Title Westernport Bay Stormwater Treatment Facilities I Description Construction of five large stormwater treatment facilities in association with retarding basins, and I potential stormwater re-use facilities. Objective To protect Westernport Bay from further deterioration of 'its sea grass beds and other I adverse impacts caused by turbid. runoff from· development sites. I Past experience has shown that the major environmental impacts of urban, industrial and infrastructure development occur during the construction phase. For example, Mullum Mullum I Creek in the outer eastern suburbs of Melbourne produced an estimated 17.3 000 tonnes. of . sediment during 1985 when housing development I was at is peak. This was 10 times higher than the next highest catchment (Diamond Creek) and 30 I times higher than the lowest (Olinda Creek). The proposed retarding basins incorporating state of the. art impoundment and wetland zones to trap I sediment and litter and reduce turbidity would normally be funded by development charges imposed at the time of subdivision of each land I holding. Being major capital items, they would normally not be built until at least halfway through the development phase, when sufficient ·capital I would have accummulated and runoff would have increased to the point that flood mitigation became I an imperative. · In the case of Westernport Bay, with its fragile sea · grass beds receiving runoff from a major growth I corridor developing over the next 15 to 20 years, .the above delays may prove disastrous. · Construction of the stormwater treatment facilities I· early in the .. cycle would provide a substantial level of protection for the bay. However, this initiative will not be possible without significant financial I assistance. I I· SINOAIR KNIGHT MERZ 5R046. T04.BJF:mbm:6/6/95 K-96 LEGEND ·I Major Projects I. 7.1 . WESTERNPORT DRAINAGE PROJECTS 7.1.1 Storm water Treatment I · 7.1.2 Bunyip Main Drain 7.1.3 Airport and Water Reuse · 7.2 WASTE WATER RE-USE I 7.2.1 Cranboume Marltet gardens 7.2.2 Koo Wee Rup Clyde Agrieuttural Land. 7.3 BAYSWATER URBAN VILLAGE 7.4 GREENING THE SOUTH I EAST 7.5 SAND BELT OPEN SPACE DEVELOPMENT I .. Note that the locations are notional only. I I I I ,PORT PHILLIP BAY \ ! 7.2.2 I C) I I· I WESTERN PORT BAY . I MI!LBOURHI! METR.OPOUTAN STRATEGIC INI"RASTRUCTURI! STUDY FIGURE K13 SOUTH !ASTERN RI!OION 1995 STRATEGY ELEMENT 7: PROMOTE SUSTAINABJLITY SINCLAIR KNIGHT MERZ/NIEIRCONSORnUo!!!M!______--1 I I r . I I I A further strategic advantage could be achieved I by modifying the design of the proposed facilities to provide for stormwater impoundment for re-use ·in the growth areas. Guaranteeing the availability I of useable water would provide the confidence and incentive to ensure re-use provisions were incorporated in development proposals from the I outset. Later retrofitting has so far proven to be totally uneconomic. Outcomes I o Protection of Westernport Bay form the predictably destructive effects of many years of turbid runoff from construction activities in I the growth corridor. o Provision of storages for stormwater runoff to I facilitate and encourage reuse. o Provision of landscape features which could I form focal points and venues for as?ociated open space and sporting developments. I o Maximising flood protection for downstream areas and minimising damage to waterways. I o Generating additional employment and economic activity in the early stages of I corridor development. Logistics o Methodology I Catchment studies, hydrologic analysis and proposed locations and layouts for the retarding and treatment facilities are essentially complete. Further planning and I modifications to incorporate provisions for re use and open space and sporting ·developments would be required, and would I involve working closely with local government and major land developers. I Most land purchase requirements could proceed from the outset. Detailed design, tendering and construction and landscaping activities would be . I completed in two to three years. The early injection of funds could be used to reduce I drainage infrastructure charges payable by ·... I · SINOAIR KNIGHT MERZ 5R046.T04;BJF:mbm:6/6/95 K-97 I I " I developers,. or could be treated in part as an I interest free loan to be repaid later in the . development cycle. liming Planning for full integration of all elements - 12 I months Detailed design and tendering, land purchases - 12 months · I Construction and commissioning - 24 months Total duration- 48 months I: Cash Flows . Year 1 $1M . Year 2 $5 M . Year 3 $8 M I . Year 4 $4 M . Total Cost $18M Lead Agency Melbourne Water Corporation I I I I I. 1:: I I. I I. I. SINOAJR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-981 I I I I Project/Program No. 7. 1.. 2 Project Trtle Upgrading of Bunyip Main Drain I Description Upgrading of Bunyip Main Drain from Cora Lynn to lona I Objective The Bunyip Mairi drain carried the flows from the Bunyip and Tarago rivers in a man made chan·nel cut across the extensive Koo Wee Rup Swamp which is now a very important intensive farming I area. Hydraulic capacity downstream from Cora Lynn I was greatly enhanced· by the construction of the Yallock Cut (see map). However, the section· from Core Lyn to upstream to lana has severe capacity limitations. The estimated upgrade cost of $15M is well beyond the financial capacity of the local community and responsible authority and on I current projections will take 20 or more years to complete. I The Koo Wee Rup farming area is a major intensive agricultural resource on the doorstep of · · I the South Eastern Growth Corrdior. The currently overloaded and poorly designed main drain is eroding badly in rnany places, with I the sediment being deposited in Westernport Bay. Outcomes I o improved flood protection for the farming community; o decreased. risk of major economic losses as a .I result of flooding;. o increased confidence ih investment in new agricultural produce and production systems and potentially exportable produce;· I o encouragement or more intensive, high technology farming methods should increase employment in service industries, if not on I farms themselves; ·.. o Reduced bank erosion will.decrease I sedimentation in Westernport Bay. I I SINOAIR KNIGHT MERz 5R046.T04.BJF:mbm:6/6/95 K-99 I I I Logistics Methodology I A hydraulic analysis has been undertaken and a conceptual design is available. Completion of the project would involve: I detailed design; land purchases and some compensation I payments; relocation of local access roads either side of the existing drain; I widening of the drain by about 12 m eithe rside (40% increase); · consolidation and regrassing of banks; I toe-rock stabilisation of the· permanent flow channel is required; · . reconstruction of farm accesses and local I road drainage. !:.. I I I I ProjecVProgram No. 7 .1.3 Project Title Integrated Airportand Water Reuse Treatment I Facilities Description Integrated airport and water reuse treatment .I facilities . Objective . A significant component of the cost of both airport and stormwater/sewerage treatment facilities is in I land purchases. Airports generally require large areas of land which has traditionally been single purpose use only. I the ability to store, treat and reuse runoff from urban and industrial development shas been impeded by the cost of providing land and doing I the earthworks for the required storage and· treatment facilities. I In planning for the development of the South Eastern Growth Corridor, an opportunity for integrated land use for both purposes is wort~· I investigating. Potential success of this approach ·would depend on thge location of the proposed airport in relation to possible reuse areas or I industries. No examination of issues has been undertaken to date. I Principal issues to be analysed include the potential layout of wate bodies relative to runways and approach paths, depth of water acceptable, I the ability of the new cut.and fill scenario to enable slightly undulating land. to be used, and possible loca.tions with respect to potential water sources I and reuse industries/areas in additions to airport and other transport considerations. Potential water bird hazards could be minimised in water body I design. Economic and environmental advantages would be analys~d in detail. Outcomes· .I o A report indicating feasibility and multiple use benefits and potential nexus with open space .I areas and recreation venues; o Early reservation of land with confidence · about future value; I o Early development of hydraulic facilities to I SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-1 01 .. d I I I enable development to take advantage of them. I Logistics. Methodology I Consultant would be commissioned to undertake the study which would require significant expertise in two quite different discplines. I Cost D First Year (part) $.250M D Second Year (part) $.25M I_ D Total $.50 M Timing The project would take· 12 months to complete. 1- Lead Agency Melbourne Water Corporation I I I I I I. 1- I I I . ... 1: .. SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-102 I I I I I Project/Program No. 7.2 Project Title Waste Water Re-Use I Description The re-use of effluent from the Eastern Treatment Plant and other treatment plants in the area to the Crnabourne and Koo Wee Rup vegetable growing I areas. These areas provide avaluable food resource for Melbourne a_nd significant export I income. Existing uses and future opportunities in the vicinity of the Eastern Treatment Plant and along I the South E9;stern Outfall include the following: o vineyards o golf courses I o . tree plantations. o horticulture establishments o market gardens I o racecourses o dairy pastures o council playing fields and review I o large acreage homes .Policy Context The reuse of effluent support sustainable I developm~nt policy by replacing valuable potable water resources and thereby with increased usage, ultimately have an impact on catchment I requirements. Re-use also limits the direct output of effluent into waterways, eg. Bass Strait. I Objectives The following objectives are relevant to the Casey and Cardinia area: replacement of groundwater resources; I to meet inc.reasing demand for irrigation water; replace high quality water from existing I potable water supply system; reduce implications of increasing ground water salinity. I Cost 7.2. 1 Cranbourne Market Gardens I Pilot scheme to Cranbourne, estimated cost $9m. I I SINClAIR KNIGHT MERZ 5Ro46.104.BJF:mbm:6/6/95 K-1 03 I I 7.2.2 Koo Wee Rup/Ciyde Agricultural Land I Duplicated system to Cranbourne and Clyde, estimated cost $33m. · I liming A technical report was prepared in 1985 investigating potential demand, the development of. a distribution system (including pipe sizes), I costs and economic analysis. A review of the above projects could be completed within six months with design and construction of the. initial I. pilot scheme being completd within a further twelve months. I Integration with Other Projects/Programs . These projects will enhance the long-term viability ·for expanded agricultural production in the region ·I and, in doing so, provide increased employment opportunities and increased exports. This project will complement other environmental I· projects proposed in the region by recycling previously potable water, retaining nutrients otherwise discharged to the sea, and reducing I salinity from depeleted groundwater reserves. Expected Benefits o Increased utilisation of recycled water; I o Increased cropping intensified; · o Substitute for depleted groundwater supplies; o Increased security of water -supply; I o · Improved property marketability; o Possible reductions in fertiliser usage and farm machinery. I Assessment-Performance Indicators # I. Lead Agency Melbourne Water I Support Groups 0 Department of Agriculture 0 Cities of Casey and Clarinda I Implementation · Following a review of the November 1985 Technical Report "Scheme to Use Recycled Water I from the South Eastern Purification Plarit for Irrigation", design and construction of the pilot scheme to Crahbourne could be constructed and operational within 2 years. SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-104 I I I I ProjecVProgram No. 7.3 Project Title Bayswater Urban Village I Description The Bayswater Urban Village project is one of eight sites being investigated to demonstrate ways to reshape our, cities to use less energy, reduce I greenhouse emissions and create more livable · places. Initial concepts for Bayswater indicate .I opportunities attractive to private developers. Bayswater Shopping Centre is at the intersection of Mountain Highway and the Belgrave Railway line. The area is characterised by a very I dispersed retail centre with an oversupply of floor area - mostly of poor quality, single family houses about thirty to forty years old, again most of poor I . quality, much underutilised and vacant space, and a surfeit of carparking spaces. I The _centre of the retail area contains large, potential development sites, mostly owned by Knox City Council and the Public Transport I Corporation. The Urban Villages project is working with the I Knox City Council and the local community to develop an agreed concept plan for the area within 400 metres of the Bayswater .Station. The I concept plan will demonstate how more residences, workplaces and community facilities can be added to the site over time to make it both I more energy efficient and more livable. At the moment, the design consultants have I developed three alternative concept plans. These may be radically modified in light of community and municipal comments to create the final concept. As such, it is too early to suggest I praticular infrastructure projects to be funded or subsidised. However, projects likely to be part of I the final proposal include: the relocation of thE? PTC commuter carpark; ·I the creation of an integrated bus interchange ., and retail building at the station; .. :·.~ . extensive new apartment and townhouse I developments on vacant lots; I SINO.AIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-1 05 I I I I I I I I I I. I ~\Du.\11) \HE -FUTDJ2-S C?F BA'(SWA\c::.Q \ ..)l'"--i~\ VIL-L-Ab~ l-1 \}IN & . I I. I I I I -I. MELBOURNE METROPOUTAN STRATEGIC INFRASTRUCTURE STUDY FIGURE K 14 SOunt EASTERN REGION 1Ht BAYSWATER URBAN VILLAGE 1.· SINCLAIR KNIGHT MERZI NIEIR CONSORTIUM ______.:..:.A::..:R.:..:.TI::::S.:..:.TS::....:::IM::.:.P..:.:R::=E::::S:::SI::::O.:..:N ______l I. I I I rebuilding Mountain Highway to facilitate I pedestrian crossing within the retail area; and the relocation of several community facilities into the centre from a large council owned lot I on the corner of Mountain Highway and Scoresby Road and the subsequent I development of this lot into commercial uses. Policy Context The Bayswater Urban Village project supports both I. National and State. policies on sustainability. Objectives The primary objective of the Urban Villages Project is to redevelop urban areas to reduce greenhouse I · emissions. Specific objectives include: more people per hectare; more shops, more community facilities and I workplaces at each local centre; easy access to public transport; street layouts .to maximise solar access to I residences; · dwellings oriented for solar access; and I more buildings attached to each other. Cost · The final concept plan is expectd to suggest public and private investment of at least five . I million dollars over the next five years. A grant of $900 000 towards the public infrastructure could be expected to result in flow-on private investment · I in the next ten years of at least $3.5 million. Timing The plan will be completed in August 1995, along I with an associated land use structure plan and an implementation plan. Implementation would be · expected to take place over the next 5 to 10 I years. Knox City Council is keen to see the plan implemented, both to benefit the, community and to I maximise the value of its own extensive assets in the area. I Integration with Other Projects/Programs ' This project supports the primary strategic elements of the study by developing higher I density living and multi-use areas which will assist in limiting outward growth and reduce car travel by I ·providing greater opportunities for increased I SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-1 06 I I I ru.7.AS I CAll PARKIJf'C I. PD!SftiAN LUrKS [ill RUS AJI'O T A.J I I. ~ Jfn ROAD I I I BA' 1. RETAIL CORE 8 COMMUNITY FACILITIES I 2. COMMUNITY SERVICES 9. REDEVELOPMENT SITE 1.; 3. HOUSING AND RETAIL 10. LIGHT INDUSTRY 4. PERIPHERAL SALES 11. LIGHT INDUSTRY I 5. HOUSING AND OFFICES 12. MEDIUM DENSITY HOUSING I 6. MEDIUM DENSITY HOUSING OR 13. SCOUT HALL RETIREMENT VILLAGE I 7 BAYSWATER HOTEL REDEVELOPMENT AS REGIONAL I ENTERTAINMENT CENTRE I MELBOURNE METROPOLITAN STRATEGIC INFRASTRUCTURE STUDY FIGURE K 15 SOUTH EASTERN REGION 18118 BAYSWATER URBAN VILLAGE I: SINCLAIR KMIGHTMERZINIEIR CONSORTIUM ______..,--____;P;....;;LA;;_;N;.;.______--l I. I I I I public transport demand. ·Expected Benefits - Reductions in energy consumption -Increased public transport usage I· - Improved amenity for residents and workers I Assessment-Perfonnance Indicators Lead Agency o Environment Protection Authority o Energy Victoria · I o Department of Planning and Development ·Support Groups o Energy Research and Development Corporation I- o City of Knox Implementation The· Bayswater Urban Village project is shaping up as being one of the more commercial opportunities I of the eight village projects under study. Current· estimates indicate development over 5 to 10 years but with private sector involvement this could be I reduced significantly. .. Addendum The recent (in Australia) concept of "Orbital" I villages is complementary to the Urban Villages Project. The urban villages locations are generally based .around a reasonable level of existing public I transport services. The orbital village concept provides a more difficult task in that the primary objective of this concept is to redevelop areas to I be able to more effectively support improved public transport services. I The following project has not been included in the current short listing of projects, but after · - consideration by others, may receive a higher I ranking. Orbital Village Development Program for the South Eastern Corridor · I The south-east corridor is the largest agglomeration of suburban development in Melbourne. The outer areas are poorly seNiced I by public transport, especially fixed rail. It is extremely car dependent, and with the continuation of current trends and the expansion of. I the suburban fringe, can be expected to become even more dependant. · I I SINOAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-1 07 ~I I I I In addition to their car dependancy, many other communities in the south-eastern corridor are likely to be in a similar $ituation to Bayswater- ageing, low-quality housing stock, a local shopping centre trading poorly and with too many shops over too I large an area; and a poor connection to the limited public transport available. Like Bayswate.r. they could benefit from a process whereby a team of 1. designers and planners work with the community and -the local council to create an agreed vision for ~-.. incremental physical redevelopment towards more self-containment an.d increased local activity. · To consult with each local community sufficiently to develop support for the concept is likely to take I between six to eight months. Periods such as Christmas, Easter and the school holiday ti_mes are ·no go• times for public meetings or responses 1 from community groups. Although the boundaries of the south east region I are fuzzy, it appears to contain approximately twenty suburban rail stations, plus at 'least anoth.er ten major shopping centres on at least one bus I route. An ·orbital" villages development program· could run over three years with one full-time coordinator handling about batches·of ten sites I each year. As a rough estimate, the development of agreed final concepts for each urban village site 1. would be approximately $50 000. This would involve $40 000 each for the employment of a design team, $5 000 towards the program coordinator's wage and $5 000 for promotional I. materials and overheads. At ten sites a year, this program would cost approximately $500 000 per annum. I SINO.AIR KNIGHT MERl 5R046.T04.BJF:mbm:6/6/95 . K-1081 :: I I I I ProjecVProgram No. 7.4 Project Title Greening. the Soi.Jth East Metropolitan Region I Description The project is directed at the the enhancement of the physical environment of the south-eastern suburbs to create a more pleasant and I harmonious setting for those who reside in the area as well as those who traverse the tourist I routes throughout the area. Policy Context While many of the Councils have developed detailed policies and guidelines for specific areas I within their municipalities, none have p"repared policies which integrate the detailed.studies to provide a comprehensive strategy for . environmental improvement with related plans of I action. The older, more established areas of this region I are characterised by a featureless topography, a grid road system with fair visual highlights and a ··. ·· relatively low level of public and private garden I plantings. There is a relatively low level of visual differentiation and the area is widely perceived as of poor visual quality. From this flow, by · I implication, a range of negative associations .relating to social, educational, leisure and employment opportunities. The project's focus is I on the established urban areas within the Cities of: - Frankston (part) - Greater Dandenong ·I - Kingston (part) I .: - Casey (part) I The process would be split into 2 separate ,, components: Policy Preparation and Policy I Implementation. Policy Preparation The first stage, Policy Preparation would involve I the preparation of policy documents by consultancies for two quite separate areas. A street tree framework would be required to guide I planting programs thorughout road and street networks and an Open Space/Linkages I Masterplan would be required to assist in directing I SINO.AIR KNIGHT'MERZ 5R046.104.BJF:mbm:6/6/95 K -1 09 ·a I ... I the planting of open space areas and particular linear alignments such as drainage lines, which I provide .continous threads of planting. Policy Implementation I The Greening strategy would be implemented progressively across the region, with priority being I given to maximising the short term effectiveness of reinforcing exciting landscape or influencing · . perceptions of the region. I •. I Objectives To provide a visual environment within the established urban areas of the south eastern I region which reflects or highlights: - national environmental features - strong landscape themes I· - a comprehensive scale Cost Policy Preparation I Street Tree Framework/Municipality $60 000 Open Space Masterplan/Municipality $40 ooo 1 Total Per Municipality $100 000 For 4 municipalities@ $125 000 (av) $:~~~~~ I Policy Implementation I The cost of implementing the works ·as outlined in the Policy documents is dependent on the amount of work already undertaken within the municipalities. Because this varies, the castings · have been represented as a range. The costs per plant are higher in streetscape planting than open space plantings, due to the need to use more advanced plants: - Street Tree Framework Planting · $1.5M/year - Open Space Planting $1 million: I - 5 municipalities @ $2.5 Million $12.5 Mil Timing The policy preparation phase would occur over an 1. .I 18 month period, with the implementation projects staged over a 5 year period. I., SINOAJR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K-110 I I I I Integration with Other Projects/Programs I This project would integrate with all of the existing policy or action plans prepared for specific detailed areas within the municipalities (Refer to · I attached tables). It also would need to comply with existing State government programs and strategies, particularly the Chain of Parks Open I Space Project and the. Open Space 2000- Bay to Ranges Strategy. I Expected Benefits The major benefits of the project will be increased ·, livability and general environmental benefits. Livability I Increased' livability will be achieved through the ·street shading and protection benefits provided by trees, also by the reinforcement of local character I by reinforcement of these plantings as well as improvements to the visual appearance. I Environmental Benefits An increase in tree cover, particularly indigenous or native species will provide greater opportunities I for shelter and food for native fauna. This will be particularly so along the waterways. ·I Lead Agency o · VicRoads for major road networks; o Melbourne Parks and Waterways for major open space network, particularly waterways; I o municipal councils for the balance. : Support Groups Greening Australia, Local. conservation. I organisations, local gardening clubs, Australian Conservation Trust for Volunteers. Implementation The key tasks for implementation are: I 1: Liaison and consultation with local· Councils and relevant authorities, in order to document . . the existing prospects ~nd the work I undertaken to date. I 2. Preparation of guiding policy documentation. · 3. Implementation of planting programs. I 4. Ongoing maintenance and management. I I SINClAIR KNIGHT MERZ 5R046.104.BJF:mbm:6/6/95 K-111 I I I ProjecVProgram No. 7.5 I Project Title . Sandbelt Open Space Development , Description A chain of parks has long been evisaged as the I end use of a belt of land between Heatherton and Dingley from which extensive sand deposits have been extracted. Land fill has followed sand I · extraction to fill the. sand pits and restore the land · levels for subsequent recreation use. This vision is now becoming realty under the Sandbelt Open Space Project Development Plant.. The plan provides the framework for a strategic ·open space/tourism/leisure project.of.metropolitan significance, based·on a 10 km chain of open I space activities., The project covers approximately 1 060 ha stretching from Warrigal Road, Heatherton to Springvale Road, Dingley.· I The plan propose a core of publicly owned land forming a 345 ha spine of public access land, linking other public and private sector recreation facilities in the sandbelt. I The Development Plan proposes: I acquisition of 170 ha mostly distljrbed by sand extraction and owned by sand producing or landfill operating companies; I incorporation of Braeside Metropolitan Park and other conservation and recreation parks I;: in the area; six broad themes- Regional Parkland, I Outdoor Adventure/Education, Golfing, Equestrian Activities, Conservation parkland and Family/Fun/Theme Park Activities; I. a major regional parkland at the Warrigal Road end of the chain, and Braeside Park at the other end of the chain, as the focus for the I Conservation Parkland theme; central pedestrian and bicycle trails/shared I footways over the 10 km length of the chain. Secondary trails and linkages to the 1,. SINOAIR KNIGHT MERZ · · 5R046.104.BJF:mbm:6/6/95 K-112 I ,r·•. I I I , ·surrounding communities are identified. An I 8.5 km horse trail is proposed, extending from the regional park to Rowan Road, Dingley; · I The Development Plan has been approved by the Minister for Conservation and Natural Resources and implementation· is underway at the western I end of Karkarook Park. Objective The objective of the project is to coordinate the I conversion of a large number of land fill sites to a recreation area of metropolitan significance. It proposes government funding to establish a linking spine, incorporating trails and other I infrastructure to incorporate .extensive xisting golf courses and othe rprivate open space and encourage private· investment on further adjacent I sites. Costs · The following costs are in 1.993 dollar values. The I acquisition cost of the 170 ha to be acquired is $9 070 000. A further 20 ha initially to be leased from VicRoads will require acquisition at an I estimated cost of $2 400 OOb, giving a total acquisition cost of $11 41 0 000. I Development costs are estimated at $50 000/ha for the establishment of 320.5 ha of parkland in the core area. The remaining 34.5 ha in the core area I are proposed to be leased from VicRoads until required for roadworks. $5 000/ha is proposed I· for limited development of this land. Allowance i$ also made for a contribution towards establishment works on council sites outside the I core area which partly serve regional needs (25 ha @ ·$20 000). I Total estimated establishment costs are: 320.5 ha- @ $25 000 = 16 025 000 24.5 ha · @ $5 000= 122 500 I 25.o ha ® $20 ooo = 500 000 16 km shared footway 2 400 000 8.75 km horse trail · 700 000 I Overpasses (9) 2 256 000 I $22 003 500 I SINOAIR KNIGHT MERZ · 5R046.T04.BJF:mbm:6/6/95 K-113 I I I The following table shows the staging of all I acquisition and development expenditure over the four main stages of the project, based on the timing of development. I 1993/1994 1995/2000 2001/2005 2005+ Total land Acquisition . 313:1 em s 125 em 3 155 em J1 410 em I land Develor:)ment :;ro em 6252 fiX) 1865 em 233:1 em 16 647 500 Overpass Construcflon . 755 ClXl . 750em 750ClXl 2255 em Bike Paths/Shcred .. - 1 :;ro ClXl 1 050 em 150 em 24COem I Foo1ways . 40)CJX) Horse Tro!5 220em ~em 71Xlem I. $20000) $11 737 500 $15 010 (D) $6465 000 $33 412 500 . Annual management costs of the order of I $4 500/ha for 320 ha total $1 440 000 pa, once the total core area was acquired and the 24.5 ha leased from VicRoads was taken for roadworks. I ·Lead Agency Melbourne Parks and Waterways is the lead agency for the coordination and implementation of 1. the project. The CitY of Kingston also has a major role in the project. Consideration is being given to the formation of an Advisory Committee. 1 Implementation The Development Plan was approved by the Minister for Conservation and Natural Resources in May 1994. The Staging Plan sets out the I proposed implementation sequence for the Plan. Current activity on the ground is focussed on the . Warrigal Road end of the project. ·I: I I I I 1:: SINClAIR KNIGHT MERZ 5R046.T04.BJF:mbm:6/6/95 K -114 I r!,·,: I I I Appendix L- Evaluation T~bles- Performance Criteria The following tabl.es ·provide the detailed results of the performance· I rating of projects by study team members. The assessment of . performance was based on criterium agreed to between the South East and North West study teams, and are shown in Table 5.1 in the main I · report. For the South East study, a numeric ~ating system ( -3 to +3) has . been adopted. The results in the table are the average rating for the study team.· These results have been summarised in Tables 5~2 and 5.3 I in the main report. I I I I; I I I I I I I I I I SINOAIR KNIGHT MERZJNJBR CONSORliUM. 5R046.t17.BJF:mbm:6/6/95 L-1 Table L 1 - Performance Crlterea Direct Employment generation Mul~lier employment effects Investment effects; ·direct investment levels required by project; ·committed slbsequent investment levels; ·future additional investment resulting from slbject project; • attreaction loi international investment; Sustainabla Development Ameaity 2.25 1.80 1,60 1.75 . 1.33 ·0.00 0.80 1.00 ~.20 0.20 1.25 0.33 1.00 0.80 3.00 1.20 2.60 2.50 0.33 2.00 2.80 2.50 1.00 1.60 0.50 0.00 0.67 1.00 - - - - Rotk>t--- code: +3to ·3 +3 excel"r' , +2 very good.-- + 1 good • 0 neulnll, ·1 poor---·- • - ·- - - I" - -· ·-· ·-·------· ------Table L.1-: - Perfonnance -· Crllerla - Rilling codlt: +3to -3 +3 a:c.~ert, +2 v«y good, +t good, 0 neural, ·1 ~. .2; very poor PCRIT AlLXI.S Table L 1 - Performance Crlterea Ecologically Suslainabla Development and Amenity 0.75 0.80 2.00 0.00 0.00 . 0.20 0.00 0.00 1.00 0.80 0.87 0.25 0.00 1.00 0.00 0.00 0.75 1.00 1.00 0.25 0.75 1.80 0.67" 0.87 Oagraa of correspondence with physical vision for region 2.75 2.00 1.67 1.00 2.00 1.60 1.67 1.33 Rllltlg code: t3to ·3 +3 excellent. +2 very good. + 1 good • • 0 neutml. ·1 poor. ------· -- - - - ··- -- P.. J Industry discussions held ·during the course of the study have underlined I that the most significant transport concern of businesses in the region is the poor access provided by the South East Arterial, particularly west of Warrigal Road. · This concern arises because many firms have markets I · located: · ' · - · · - · · ·· o in the west, north-west or north of Melbourne, including Tullamarine I airport; and/or o in corridors located beyond those sectors (eg: the Western, Calder I and Hume/Goulburn Valley corridors); and/or I o they send goods to inner Melbourne, including the port. Similarly, many firms receive goods required in production processes from these locations.· With over one third of Melbourne's manufacturing I output and employment originating in the region, the region is a .. significant source of freight flows. ~Some preliminary NIEIR estimates of freight flows to/from the region have been summarised in the report and further·details are-provided in the ."Gateway Melbourne· report (DJA ·I ·Mauhselland NIEIR·. January1995). - The major directional focus of the regional export/import movement is the I South East Arterial corridor, because it provides access to/from the widest range of external customers/suppliers. For·example, the south eastern manufacturing area of Dandenong, Moorabbin, Oakleigh and I Springvale is about twice as large as the eastern sector of Knox, Nunawading and Waverley, so the main locus of export/import manufacturing activity will tend to be in the former part of the region, I served by the SE Arterial corridor, rather than in _the northern sector. The congested conditions in the inner segments of -the SE Arterial I corridor in particular, and also in the Tullamarine corridor, together with the concentration of demand for regional freight movement in these corridors, helps explain the emphasis placed on improvements in the I corridors in_ the business survey. In addition to the movement of freight, person movement to/from the I region is also significant, including person movement tor business purposes (eg. going to the airport or CAD, visiting suppliers or customers). 'Road problems facing the movement of freight to/from the I region apply also to much business personal travel. This is less of.a concern for tourism, because of the greater flexibility of time choice for I much tourism movement. ' I I SINO.AIR KNIGHT MERlJN18R CONSORIIUM 5R046.118.BJF:mbm:7/6/95 M-1 I I· I. The business survey identified improvements in north-south road conditions as the second highest priority from a freight business I perspective. In part, this· is a problem facing interregional trade to/from the northern sectors of Melbourne and beyond in the Hume corridor I particularly to/from the more northern parts of the SE region. It is also, I. and more fundamentally, however a concern for intraregional movement. This concern can be met in part by upgrading arterial roads, such as Stud Road, Dorset Road, Bayswater Road and Scoresby Road but the 1.. Scoresby Freeway is another way of dealing with many of the expressed concerns. A key issue for the region is the relative priority to be accorded to major road upgradings in the SE Arterial and Scoresby corridors, from the perspective of facilitating regional economic development in the South East Region. A few key issues arise in assessing these relative priorities: o the business survey ranked the urgency of upgrading the SE Arterial I as being higher than developing the Scoresby Freeway but both are . widely supported. The general locus of interregional freight movement to/from the region supports this higher priority for the SE corridor for access to/from external.markets. · The VicRoads report, "Southern Bypass: West Gate Freeway to South Eastern Arterial, I Environmental Effects Statemenr (August 1994, p 183) indicates that the link is expected to reduce· freight trip times from Dandenong to the Port or rail terminal by up to 30 minutes during business hours, I. . emphasising the prospective value of the link for many trip patterns (eg. to the Port, to the north or north west via the Southern and I Western Bypasses, to the west by the Southern Bypass); 1.· D the FDF Management Pty Ltd analysis of the Scoresby route options indicates that the Scoresby Freeway from Frankston to Ringwood I has a benefit cost ratio of about 5 at a 7% real discount rate, which is a high expected rate of return. Most of this benefit will accrue to intraregional traffic not interregional traffic; and D achieving full benefit from the Scoresby route, so far as interregional freight and person movement to/from theSE region is concerned, ultimately depends on achieving the additional connection from · Ringwood to the Hume corridor, via completion of the north eastern I ·segment of the Outer Ring. No reservation exists for part of this link . and history suggests that it will be difficult to achieve a reservation. These factors suggest that, while the Scoresby freeway may be a I valuable road improvement option in its own right, it is of lower priority than upgrading the SE Arterial·from the viewpoint of helping to facilitate the economic development of the SE region. When the focus is on improving access to/from interregional, interstate and international markets, the SE Arterial is a preferred alternative than the Scoresby Freeway. SINOAIR KNIGHT MERl/NIBR CONSORI1UM 5R046.118.BJF:mbm:7/6/95 M-2 I I.I: I. I. An additional cons.ideration of relevance to assessing the strategy I significance of the Scoresby Freeway for the SE region is the potential impact which ring freeway dev~lopment might have on Melbourne's urban structure. Melbourne's freeway network has largely developed on I r·adial lines, supporting an urban development pattern channelled into growth corridors. It is quite possible that adding a significant ring . freeway, such as the Scoresby link, will increase residential and other I growth pressures in areas near the link and in fringe areas with good access to/from the link, partly at the expense of areas nearer the centre of Melbourne. This has not been such a concern With the Western Ring bec.ause of some of the physical limits to urban extension outwards from that link ( eg; the airport) and the lesser. growth pressures in the north west. Any developments which tend to accentuate pressures for I' outwards expansion in the south east would mitigate the State Government objective of increasing the degree of urban consolidation and the Federal Government objective of sustainable development .I (because it would increase the degree of auto dependence and would add developmental pressures on the green wedges which separate urban growth corridors). These possible concerns have been raised by I Mees (1994) but are not dealt with in the FDF Scoresby report. It is the conclusion of this assessment, to assist dev~lopment of export oriented business· in Melbourne's South East, high priority should be I given to upgrading theSE Arterial west of Warrigal Road, including development of the Domain Tunnel. The Scoresby Freeway mq.y be a priority for interregional trade in the longer term but this will depend on I the capacity to extend the Freeway into unchq.rtered territory in the north east of Melbourne. I I I I I I I I SINClAIR KNIGHT MERZ/NIBR CONSORIIUM 5R046.t18.BJF:mbfr:a:7/6/95 M-3 I I~ Appendix N -Study Team I The South East_ Region Study Team comprised the following members: I D ·Sinclair Knight Merz • David Kilsby Study Director • Brian Fitts Study Manager I • Paul Grover • Alex lljin • Megan Murrell (Typing) · I • Suzanna Milosevska (Administration) o National Institute of Economic and Industry Research (NIEIR) I • John Stanley • Bill Unkles • Dr Peter Brain I • Russell Smith • · Nancy Wescon:tbe (Typing) I D Spiller Gibbins Swan • lan Swan I • Jeff Lodge • Sasha Lennon · • Tina Nikolopoulos (Typing) I. • Sue Swan (Typing) o Loder & Bayly Consulting Group • Malcolm Daft I • Michael Read • Bridget Cramphorn • Jan Martin I • Nick Safstrom • Leanne Tilley (Graphics) I o Travers Morgan • Graham Currie I D EDAW (Aust) Pty Ltd • Andrew Irvine (Graphics) I Acknowledgement: Members of the Study Team would like to acknowledge the support I received during the study from Mr Alastair Kellock - Client Study . Manager, Department of Planning and Development, members of the I Steering Committee and other officers of Commonwealth, State and Local : Government agencies. 1-: SINO.AIR KNIGHT MERZ 5R046.t19.BJF:mbm:7/6/95 N-1 -1·