A strategic framework for an integrated transport VDOI system in Melbourne 14099388. IJ 451 MEL 1996 ~ A S T R U CTU R E

; . Piiiiillwli M0028913 _ Transporting

A strategic framework for an integrated transport system in Melbourne

September 1996

388.4099 12656167 451 MEL Transporting Melbourne: a 1996 strategic framework for an integrated transport system in Melbourne , I I I From the Ministers _

AlanBroum GecjfCraige

As Melbourne prepares to enter th e new millennium. its transport th inkin g needs to be long-term. innovative and focused on the needs of people and businesses. That's what TralJSportillg Melbol/me is all about.

Rather th an focusing on isolated issues and individual modes of tran sport.it addresses the metropolitan trans ­ port system as a whole. It is the first integrated transport strategy for Melbourne since 1969. Even more significantly. Transporting Melbol/me looks at transport in its broader urban. social. Iand-use, environmental and economic context - and no one has really done that in Melbourne since 1929. Ithas been prepared in conjunc­ tion with Living Sl/bl/rbs - A Policyfor MetropolitanMelbol/me into tilezrsr Centl/nj(1995 ).

The Government has already taken steps to better coordinate urban management and decision-making by bringing transport, planning. local government, major projects and related areas into a new Department of Infrastructure.

Transporting Melbol/m ewill build on our achievements to date and help us address the challenges of the future. One of those challenges will be to make Melbourne a cleaner. greener city. Another will be to extend the city's record of excellence in manufacturing and production. Transport initiatives will be central to meeting both of th ese challenges. However. it is essential that decisions about transport are made withi n a broader infrastruc­ ture and land-u se framework. That is very much the emphas is of Transporting Melbol/me. It sets clear directions and reflects the Government's commitm ent to long-term planning.

The success ofTralJSporting Melbol/me will be measured by how well it meets th e needs of Victorian families and businesses. That's why the Government is releasing the strategy for publi c comment. We urge you to read TransportingMelbol/me and have your say.

Alan Brown Geoff Craige Minister for Transport Minister for Roads and Ports Contents

Executive summary 5

1. Introduction 8 1.1 Achievemen ts and commitments 8 1.2 Tran sport: a vision 9 1.3 Strateg ic objectives 10 1,4 Proposed actions 10

2. Strategic context 13 2.1 The role of tran sport 13 2. 2 Constraints and st rategic issues 14 2.3 Integrating tran sport and metropolitan development 16 3. Transport systems, market needs and strategies 18 3.1 The transport system 18 3 .2 Travel in Melboume: an overview 18 3.3 Travel in Melboume: regional perspectives and strategies 24 3,4 Tran sport and land -use strategies 30 4. Integrated transport and land-use development 32 4.1 Integrated trans port-land -use corrid or development 32 4.2 Integrated activity centre and tran sport interchange development 37 4.3 Processes for integration of transport with urba n developmen t 37 4,4 Strategic focus 38 5. Public transport networks, services and reforms 51 5.1 Public transport in the future 51 5.2 Suburban rail 52 5.3 Tram and light rail 55 5,4 Reinventin g Melbourne's buses 56 5.5 Public transport: a mod e ofchoice 57 5.6 Accessibl e transport services 59 5.7 Taxis 60 5.8 Heritage and touri sm 60 5.9 Strate gic focus 61 6. Road networks and services 62 6.1 The private car in the future 62 6.2 Road freight needs in the future 63 6.3 Road ne twork an d infrastructure developme nt 64 6,4 Strategic focus 66 7. Melbourne as a production, trading and transport hub 67 7.1 Integrated hub zone and corridor network 68 7.2 Melbourne: a world-class electro nic tradin g hub 68 7.3 Freight transport infrastructure 68 7,4 Urban freigh t movemen t: needs and impacts 69 7.5 Strate gic focus 70 8. Integrated transport system management 72 8.1 Integrat ion of tra nsport systems and services 72 8.2 Modal interchanges and facilities 72 8.3 Road-use management 73 8,4 Transport control and information systems 74 8.5 Bicycling 74 8.6 Walking 75 8.7 Safety and secur ity 75 8.8 Strategic focus 75 .. ~ g. Environmental sustainabiIity and demand management 77 9.1 Moderating growth in car travel 77 9. 2 Air quality 78 9.3 Greenhouse gases 79 9.4 Transport noise 80 9.5 Waterway impacts 80 9.6 Common strategies 80 9.7 Strategic focus 81

10. Structural reform: getting the rules right 82 10.1 National Competition Policy: tran sport reform 82 10.2 Transport pricing and fares 84 10.3 Parking provision and lim itation 85 10.4 Working with other spheres of governme nt 85 10.5 Strategic focus 86

I I. The next steps

Figures

I. Struc ture of TmllSportillg Me/hal/me 12 2 . Purpose of personal travel 19 3. Number of activities on home-basedjourneys 19 4. Travel demand between and within regions 2 1 5. Use of transport modes for person travel 2 2 6. Use of transport modes for Central Region and oth er-person trips 22 7. Average person-trip travel time by transport mode 8. Percentage distribution of person-trip length , CBD and all of Melbourne 9. Travel distance by time of starting trip 10. Melbourne freight movements II. Victoria's hub status in value terms 12. Twenty-year projections of population, employment and travel 13 . Freight hub zones and corridors

Maps I. Suburban rail. freeway and prin cipal arterial road network 39 2. Bus, tram and light rail network 40 3. V/Line inte rurba n rail services 41 4. Density of car trip destinations 42 5. Car trip intensit y 43 6.- Transporting Melbourne: the strategic focus 44 7. Multimodal trans port and land-use corridors 46 8. Metropolitan Orbital Transport Corridor 47 9. Public transport enha ncements for th e Central Region and Inn er Suburb s 48 10. Public transport enha ncements for the Establish ed Middle Suburbs and Fringe Areas 49 II. Nat ional and regional corridors 50 Execut'i~t;i S~"m~~-'ty , -~'" " , J: ~ __ . - . lL.. '-. ,'••r, ~.,"'t- _ ,- .,-

Melburnians enjoy a very good transport system by It sets the direction for the development and man­ international standards. Melbourne has extensive agement ofan integrated transport system - train and tram infrastructure, well laid-out suburban ~ for the movement of people and freight arterial roads, and the basis for an effective metro­ politan road system. ~ in which private and public transport play major, complementary roles However, if we want to create prosperity and enrich our lifestyle in the years ahead, we will need to II::! which is integrated with metropolitan planning improve access to work education, shops, busi­ and development nesses, factories, ports, airports and international ~ which integrates programs for transport invest­ transport networks. ment, system management, services and reform.

Most of Melbourne's transport activity is based on It has been prepared hand-in-glove with Liuing Sl/bl/rbs the advantages offered by cars and trucks - including -A Policyfor Metropolitan Melbol/me Into thezrstCenhlry convenience, flexibility and affordability. Road (1995). Transporting Melbourne fleshes out the trans­ access will continue to be vital. but we must also port detail of the metropolitan policy and provides recognise the considerable costs associated with support for its key directions and objectives. excessive car use. Our challenge is to achieve an inte­ It is an implementation framework which transport grated, high-performance transport system - a agencies and operators will use to prepare their busi­ system that will help make Melbourne an attractive, ness plans. Its objectives will be delivered through competitive and environmentally responsible city the combined efforts of government and the private into the zrst century. sector.

Me~bourrf11e on the move T e vis "on:w ere we are Much has already been done to improve Melbourne's eadinq transport system. Over the last four years we have reduced public transport operating deficits and What will Melbourne be like a generation from now? increased services; continued work on the Western We see it as a vibrant, economically advanced and Ring Road and started work on City Link; retained environmentally sustainable city, in which residents the Upfield line; electrified the Cranbourne railway and visitors feel safe and secure. Our industries will line; extended the Eastern Freeway; introduced the be efficient, competitive and technologically NightRider bus service; established the Better Roads advanced. They will be linked to world markets by program; increased train services by up to 13per cent; instant electronic communications and a seamless established the Premium Station program; tendered transport system. Travellers will have ready access out Public Transport Corporation buses, resulting in to everything the city has to offer. including jobs, extra services; and increased efficiency across the recreational activities, cultural pursuits and a rich network through workplace reform. social life.

Transporting MelbouII"ne

Much ofwhatwe've done so far in transporthas been necessary to address immediate and urgent needs and problems. The next step is to develop a strat­ egic framework for transport management and investment in the future, That's what Transporting Melbol/me is. While Melbourne's population is expected to grow by Transporting Me/bol/me sh ares these aims. It will give IS per cent over the next fifteen years, the nu mber of the city a zrst-century transpor t system that- trips made could increase by something like 30 per 13 contributes to national. State and regional eco­ cent. The challenge is to reconcile the advantages nomic development of motor vehicle use with its heavy environmental and social costs. Transpotting Me/bol/m e responds to 13 grows with the city and serves its needs through th at ch allen ge by focus ing on opportunities to a strong customer focus enhance publi c transport and make it a mode of 13 is safe, meets social needs and maximises envi­ choice for many more users . The strategy envisages a ronmental ben efit s commitment to public transport whi ch could see ~ combines many different. but intimately linked, patronage grow by up to 50 per cent over the next IS modes of tran sport years. 13 builds on the strengths of th e existing network To put Melbourne's transport on a sustainable path , and delivers value for money. Transporting Me/bol/me also focuses on measures to manage travel dema nd, integrate transport and land ­ use planning, ad opt world-best mot or vehicle Investing with care technology, and encourage bicycling and walking. Tra nsportingMe/bol/meis not a transport shopping list. '. Any vision we develop for transport must be built on It is a framework for long-term decisi on-making. Itis our larger vision for Melboume. Living Sl/bl/rbs iden ti­ a strategy to satisfy th e diverse demand s of fies five main strategic directions for Melbourne's Melbourne's many transport markets; a strategy to development. It urges us to - make the most of the different transport resources ~ provide a business environment conducive to found in different parts of the metropolis. Some of sustainable long-term growth the specific initiatives it describes are alread y com­ mitted or und er way, but most will require furth er ~ build on Melboume's strengths as an interna ­ analysis and publi c consultation. tion al transport hub Transporting Me/hol/me pays a lot of attention to get­ 13 st ren gth en links between Melbourne and ting the evaluation processes right. An Integrated regional Victoria Transport Investment Apprais al Framework will be 13 enhance Melbourne'senvironment and livability established to help determ ine wha t projects should 13 create a more function al metropolis through bet­ proceed as part of an overall infrastructure program , ter urban management. wha t priority they should be given, and wha t out­ comes we are entitled to expect.

Different funding opt ions will be explored - includ­ ing the possibility of involving the private sector - to ens ure th at we meet our key obj ectives, wh ich include enhancing the State 's infrastructure , attract­ ing new bus iness, developing quality services and expanding consumer choice. Tackling the issues on I::! Section10: Structural rejom: gettingtilemlesnglr t- this three fronts involves applying National Competition Policy to the transp ort sphere, rethinking our approach to Transporting Melbollme sets out broad strategies for pricing and fares, sorting out the roles of policy Melbourne's centra1. in ner, middle and fringe makers and service providers, and strengthenin g regions,and for the city as a whole.They are made up cooperation between different spheres of govem ­ of actions in three broad, related categories - ment.

I::! those based on investment in infrastructure, The strategic focus of Transporting Me1bollme is sum ­ including the development of multimodal trans­ marised in Map 6 on pages 44 and 45 in the centre of port and land-use corridors this document.

I::! those based on enha ncing services and better managing transport systems

I::! tho se based on structural and regulatory reform, particularly in line with National Competition Policy.

Most strateg ies will involve actions of all three kinds. It is expected that th ere willbe considerable interde­ pendence and synergy between them.

The key strategies ofTrallSporting Me1bollmeare set out in the body of this report as follows.

I::! Section 4: Integrated transport and land-lise develop­ ment Iplalming transportandland-lise together! - this includes integrating development in defined nodes and corridors and improving planning coordination.

113 Sections 5, 6, 7 and 8: Transportfor thefi/h,re - this covers network and service enhancements to provide world-class services, upgrade Melbourne's road and rail infrastructure,cement th e city'ssta­ tus as the national transport hub, and achieve greater integration across the system.

I::! Section 9: Environmental slistainabilihJ and demand management- the empha sis here is on measures to moderate car use, protec t Melbourn e's envi­ ronmental quality, and reduce transport-related pressures on the global environm ent. 1. Introduction

Ttunspotting Melbol/me sets the future directions for Transporting Melbol/me will form the implementation the development and management of an integrated framework within which transport agencies and transport system: operators will prepare their corporate, business and operating plans, to ensure that the transport system [:! for person and freight movement in the Melbourne region and its hinterland develops Il3 in which private and public transport, across all in an integrated form. modes, play major, complementary roles It is the first comprehensive, multimodal strategic IB which is integrated with metropolitan planning plan for transport in Melbourne since 1969. Being and development released in conjunction with Living Subl/rbs, it could It:! which integrates programs for transport invest­ be argued that it is the first time since 1929 that an ment, transport system management, service integrated transport and land-use plan has been enhancement and structural and regulatory developed for Melbourne! reform. Transporting Melbol/me is the transport strategy for 1.1 Acbievemen sad Melbourne to the end of the decade and beyond. It is commit ents presented as a draft strategy for public comment to stimulate feedback prior to its finalisation. An efficient and effective transport system is essen­ tial to the function and livability of a modern The draft strategy: metropolitan area. Far-reaching improvements to ~ includes strategies for infrastructure invest­ Melbourne's transport system have recently been ment, service delivery and management, and completed or announced. Many of the strategies structural and regulatory reform developed in Tramporting Melboume build upon these initiatives, adding value to them and ensuring that ~ is driven by the needs of the many and varied they contribute to the greatest extent to making travel markets in the future Melbourne a better place to live and do business. t:! at the same time, aims to satisfy broader eco­ ~ The public transport operating deficit has been nomic, financial. social and environmental reduced through sweeping reforms and produc­ objectives tivity gains, while ensuring that every I:::! will be delivered through the combined efforts of community which had been serviced continued Government and the private sector. to have access to the system - this means that

Transporting Melbol/me is presented in concert with the public transport dollar now goes a lot further. Living Suburbs - A Policy for Metropolitan Melboume into Il3 The City Link project will improve business and tilezrsrCentutu, released in December 1995, to ensure freight travel. enhance access to the Port of that Melbourne's urban and transport systems Melbourne and Melbourne Airport, and allow the develop in harmony. The two are integral parts of a amenity of central city and inner suburban process linked to the Government's Planning and streets to be improved following the reduction in Infrastructure Development Framework for rebuild­ or removal ofthrough-traffic. ing the State's infrastructure base. ~ The Automated Ticketing System which will begin to come on stream in 1996 will give Melbourne public transport users a modem tick­ eting system which will be easy and convenient to use, reduce costs, reduce fare evasion and pro­ vide important market information.

~ When completed in 1997, the Western Ring Road will provide a continuous freeway from Altona to Broad meado ws. It will deliver an enorm ous 1.2 Transport: a vision improvement in access to the wes tern and north­ ern suburbs, and to the corridors which conn ect As noted, Trmrsporting Melbollme is a companion to directly to the ring road IGeelon g in particular Living SlIbllrbs, which iden tifies five main strategic has a lot to gain). directions for Melbou rne's development:

~ The extension of th e elec trified suburban rail­ ~ Provide a business environment conducive to way service to Cranbourn e was opened in 1995. sustainable long-term economic growth.

~ The Eastern Freeway extens ion to Springvale ~ Build on Melbourne's major st ren gth s as an Road to be completed in 1997will improve traffi c intern ational transport, produ ction,and commu­ flow and safety in thi s corridor, and reduce tru ck nications hub. and oth er traffic on exis ting roads. ~ Stren gth en links between Melbourne and ~ The Premium Station program provides superior regional Victoria to increase th e competi tiveness facilities at key suburban railway stations, whi ch of the Victo rian economy as a whole. are staffed from the first to the last trai n every ~ Enhance Melbourne's environment and livabil­ day. ity.

~ The Better Roads program , funded by a levy on ~ Create a more func tional metropolis by better fuel sales, ha s enabled a backlog of needed road managing Melbourne's infrastructure and urba n projects to be und ertaken in both metropolitan development. and rural areas. The vision in TrallSporting Melborm re focuses on the ~ The Upfield railway line will be retained and Melbourn e metropolit an area as a good place to live, upgraded , an ou tcome which is du e in large part work, and do business: to the efficiency gains resulting from the reform Melboum e willcontilwe tobea vibrant,environmentally Sf/S­ agreement. tainable, exciting metropolis, in Wlliell residents and visitors ~ Competitive tend erin g for the former PTC bu s can be safe and secure, elyoying a lich cuiturai, social and routes has resulted in lower costs and significant recreational life in an economically advanced 21St century improvements in service levels, including higher environment. frequencies, new servi ces with the introduction Our malllifachlring and service industries wil/ be rfficient, of mini-buses,and greater cus tomer satisfaction. competitive, and teellllologically advanced, linhed to world ~ Significant increases in publ ic tran sport patron­ marllets by instant electroniccommunications and a seam­ age (3.7 per cent in 1995-96 on Met trains, 4.9 per less transportsystemforfreigllt andpassengers. cent on Met trams) and increases in train fre­ Me/blmlians and visitors to Melboume wil/ have a Iliglllevel quencies on certain suburban lines, for example, access to all urban services, includingjobs, recreation,and 13 per cent more services on the sa ndri ngham rif ClI lh/ra l and social pursuits. an d Dand enon g lines, and 10 per cent more on the Frankston line. Transp ort contributes to thi s vision by providing the access and mobility which is necessary for people These initiatives are important con tributions to and firms to enjoy the benefits which Melbourne positio ning Melbourne's trans por t sys tem for the offers. This will be achieved by: zrst century. TrallSporting Melbollme places these ini­ tiati ves within a bro ader contex t, and mor e ~ maximi sing the benefits from the existing trans' importantly , provides a framework for development port system of future initiatives within an integrated system for the movement of people and goods, in which all mod es play an appropriate role. [!! enhancing it where necessary I::! ensure value for money. so that the public. whether as taxpayers. users. or citizens. gets the [!! integrating the transport system with urban best return from investment in and the operation development of the transport system. [!! ensuring that it operates in an efficient. effec­ Transporting Melbouflle pursues these objectives tive. and environmentally-friendly way. through a systematic process. which is summarised

in Figure 1. 1.3 Strategic objectives With the Living Suburbs and this transport vision as 1.4 Proposed actions foundations. the specific transport-related strategic Transporting Melbourne proposes strategic actions in objectives developed for Tramporting Melbourne are as three interrelated categories: follows : [!! investment in infrastructure (capital works). [!! contribute to the development of the national. including the development of multimodal trans­ State and regional economies. by enhancing port and land-use corridors Melbourne's trading and transport hub function [!! service enhancement and transport system man­ [!! integrate transport with urban and regional agement development. so that access needs are satisfied by both the relative location of activities and the [!! structural and regulatory reform. particularly in mobility provided by the transport system line with National Competition Policy.

~ ensure a customer focus . providing world -stan­ Focusing on all three of these key areas in an inte­ dard services to the numerous markets for grated way provides benefits beyond what could be transport of people and goods. each of which car­ achieved by treating them in isolation. For example. ries particular needs and opportunities better public transport requires not only quality rolling stock, but a focus on service and customer ~ meet social needs. in recognition of the right of satisfaction. which is bestachieved by having a man­ each person (including people with disabilities agement structure which provides incentives for and those oflow income) for a reasonable level of market growth. A better freight system requires not safe transport access only high-productivity roads and vehicles. but also a [!! provide an integrated transport system. in which regulatory environment which fosters innovation each mode of transport plays its most appropri­ and competition and which allows maximum flexi­ ate role with ease of movement where necessary bility in the use of resources. and which recognises between and within modes. with explicit recog­ the role of advanced transport and communication nition of the need for. and trade-off between. technology. Like three legs of a tripod. the three ele­ structural and regulatory reform. operational ments are required if the policy is to stand up. efficiency. and capital investment A comprehensive. long-range approach to transport ~ build upon the strengths of the existing trans­ development is necessary because many transport port network to better utilise assets and projects have a long lead time. measured in years. resources Advance planning is necessary to ensure that land is

[! develop a more environmentally sustainable sys­ available when required. that the necessary tem. which seeks to maximise environmental processes to achieve community acceptance can be benefits by adopting transport demand manage­ followed . and that complex feasibility studies and ment as well as supply-side solutions project planning can be undertaken. A long-term view is required to ensure that transport develop­ ment relates to land-use development. and vice versa. and that transport and land-use planning are inte- grated in order to ensure the best outcome. Project alternative) - this will include comparisons development must also recognise the needs and tim­ between alternative modes (for example, rail ver­ ing of the Commonwealth and local government ­ suslight rail versus bus) and different types and and the private sector - each ofwhich require some scales of project (for example, rail versus road, traf­ advance knowledge of forthcoming transport pro­ fic management versus new construction, rolling jects and investments. stock versus tracks and sign alling); alternatives will be appraised for all major land-use planning However, a long-range strategy must also be robust proposals and developments in the face of inevitable but unforeseen changes in technology, social conditions, values, resource con­ ~ consider the costs of externalities, such as envi ­ straints, and other key factors. Hence, Tramporting ronmental impacts, of the alternatives, and Me/boume takes particular account of international take full account of the transport consequences macro-trends, and is based strongly on maximising ofland-use proposals the utility to be gained from existing infrastructure ~ assist in determining priorities for investment. so that the outcome will be more likely to have no regrets as the future unfolds. The integrated transport investment appraisal framework will be developed as a methodology to With respect to the actions proposed in Tramporting implement in transport the draft Investment Me/boume, it is important to note that in every case, Evaluation Policy and Guidelines prepared by the . no decision can be made about whether to proceed, Departmentof Treasury and Finance. The framework what form of outcome is appropriate, or the priority will assist in integrating the implementation of for implementation, until: transport programs, including funding and stage ~ the economic, financial, social and environmen­ development. Outputs of the integrated transport tal implications of the issue have been subjected investment appraisal process will also be relevant to to study funding issues, particularly in assisting the private sector to participate in transport infrastructure and I::! the proposed actions have been considered operations. within the context of the Government's overall budgetary and capital works planning process. Further work is required to develop appropriate pol­ icy guidelines and frameworks to define the nature To advance this requirement. the Department of and extent of this private sector participation. In Infrastructure will develop, in conjunction with the reviewing solutions to meet service needs, the Department of Treasury and Finance, the Government will evaluate a range of development Department of Premier and Cabinet, transport agen­ and financing options, including private sector cies, the Environment Protection Authority and involvement. to meet objectives such as: other relevant departments and agencies, an inte­ grated transport investment appraisal framework, as ~ reforming the State's infrastructure to attract a subset of the Government's Investment Evaluation new businesses and stimulate productivity Policy and Guidelines. This framework will: ~ delivering high quality services at least cost ~ assist in defining transport's contribution to ~ expanding choices for consumers rebuilding a competitive infrastructure in Victoria and provide a more definitive input to ~ contributing to Victorians' quality oflife

the Government's strategic management and ~ reduction ofpublic debt. planning cycle

~ link transport proposals and projects to the Government's economic, financial, social and environmental objectives

12! allow explicit comparison of alternative solu­ tions (including consideration of the do-nothing FIGURE 1: STRUCTURE OF TRANSPORTI NG MELBOURNE

, Vision

Travel market needs ~ System wide ~ Spatial context 2. Strategic context

2.1 The role of transport plan ning and making optimum use of new, environ­ mentally-friendly technologies. Transport provides for the access and mobility needs It is also important to recognise th at tran spo rt of the community, including movement of both peo­ demand and patterns of urban development are inex­ ple and goods. It is not an end in itself. Movement tricably linked, since it is human activity and the takes place only to sati sfy broader personal or busi­ needs of commerce which generate travel. The rich ness needs, such as th e need to get to work, to mosaic of overlapping land uses . historical patterns recreation or leisure, to school, to shops, to visit of development. redevelopment opportunities. and friends, or to allow for the movement of goods as growth areas leads to a multitude of distinct travel essential inputs to industry and deliveries to cus­ markets. each with its own needs and requirements. tomers and export markets . Much of Melbourne has developed at relatively low The daily life of Melburnians is much richer and resid ential den siti es, wh ich cons trains tra nsport more varied today than in years past as living stan­ options and calls for innovative solutions. including dards and leisure time have increased. Transport is both land-u se and tran sport-related strategies. int egral to th e ach ievement of a more fulfilling , sat­ isfYin g lifestyle, as it allows people to access and participate in the full range of social, economic. ENVIRONMENTALLY SUSTAINABLE recreation al, leisure and other pursuits which reflect TRANSPORT the very reason for the existence of towns and cities. A recent report prep ared for th e Europ ean An efficient and comprehensive transport system is Conference of Ministers of Tran sport (Urban Travel fund amental to Melbourn e's future. Research indi ­ and Sustainable Development ECMT. 1995)concluded cates clearly that if a metropolitan area is to remain th at environmentally sustainable urban transport vibrant in the zist century it must be a so-called C­ required coordination at thre e levels: the adoption region , a conc ept empha sising Creativity, of best practice in land -use and transport plan­ Communications. Culture and Compet ence in a nin g to reduce the rate of growth in car travel; Clean environment. Key factors will not be tradi­ integrated transport management. including con­ tion al advantages like access to raw materials and gestion pricing. parking control, public transport cheap land or labour. but a strong research base , a priorities, and investment in transport efficiency; major international airport, attractiveness as a place and international cooperation to redu ce depen­ to live, strong internal road link s (especially for dence on fossil fuels. Melbourn e is probably as freight and business travel), and quality publi c trans­ well placed as any city in the world to capitalise on port infrastructure and services. As a major trading the se factors. It has a strong and vibrant central entity, Melbourne's future viability is fund amentally city well-served with publ ic transpor t; a publ ic dependent upon an efficient transport system which tran sport-rich inner suburban area; a commitment allows the rapid and reliable movement of goods to to urban consolidation about that public transport and from overseas and national markets, and whi ch system; a world-standard motor industry tha t can provides access for commerce and business withi n readily incorporate the latest vehicle technology; Melbourn e. And, of course, it must allow for the pri­ and a commitment at Governmentlevel to support vate and personal mobility and access needs of central city viability and seriously tackle environ­ residents and visitors . mental issues, including a great er focus on However, motorised travel can have adverse envi­ non-rnotorised forms of transport such as bicy­ ronmental and social impacts on the community at cling and walkin g. large, and a challenge for transport planning in Melbourne. as in cities throughout the world. is to achieve the personal and business benefits of travel while maximising the environment al benefits avail­ able from fully integrati ng transport and land-use 2.2 Constraints and ~ Changing technology, especially in the so-called strategic issues intelligent transport systems, has the potential to make current forms of transport technology Transport and land-use objectives have to be pur­ more efficient, safer, more environmentally­ sued in the context of changing social, economic, friendly and more user-responsive in the short environmental and technological factors. term, and to offer radically different forms of Transpotttng Melbol/rne therefore recognises the need transport in the longer term. A particular case is to take account of a number of external constraints the explosive growth in electronic communica­ and issues. They are reviewed and briefly sum­ tions, which will have major implications on marised as follows. transport demand, stimulating some travel mar­ kets while replacing others.

MACRO TRENDS IN A GLOBAL Transporting Melbol/rne recognises these macro trends, CONTEXT and incorporates them into its overall objectives and These are trends over which we in Melbourne have specific proposed actions. little influence, but which critically affect transport activities and outcomes. They include the following: NATIONAL COMPETITION POLICY AND ~ The globalisation of industry and the focus on MICRO-ECONOMIC REFORM global markets is placing greater pressure on The implementation of National Competition Policy Australian businesses to be costand quality com­ (the Hilmer reforms), to which the Commonwealth petitive as world trade becomes freer. Related to and all States and Territories are committed, offers this is the changing nature of wealth creation on the potential for significant future benefits in the a global scale which makes it important to main­ urban transport sector through efficiency and cus­ tain and enhance those manufacturing and tomer service orientation. The contracting out of the service industries which have a high value­ former Government bus fleet is a key example of adding component. Transport has been these reforms. Transporting Melbol/rne advances the identified as one of the key factors in attracting Government's commitment to further structural such industries. reform across the bus, tram and rail sectors, propos­ ing a framework which will ensure the delivery of 13 There is increasing concern about global envi­ the service improvements which are essential to an ronmental issues, particularly global warming, environmentally sustainable and affordable trans­ which is reflected in international conventions port future for Melbourne. which require local responses. Similarly , there is an underlying uncertainty about future energy prices and availability, with the potential for fur­ SOCIAL OBLIGATIONS

ther oil price shocks. This creates a need for It is recognised that government has a role and transport planning which is robust against major responsibility in seeing that transport services are transport energy price increases. provided to serve all groups in the community, and especially for the transport disadvantaged. In partic­ ular, the Victorian Government is committed to introducing accessible public transport standards for people with disabilities, to meet requirements under the Commonwealth Disabiliuj Discrimination Act 1992. Similarly, the incorporation of community service obligations within the overall scope of the Government's transport reform agenda is necessary to ensure that mobility and access are available to all people in the community. Transport systems need to cater also for the community's increased recreation INFRASTRuaURE FUNDING AND and leisure needs. Transporting Me/boume recognises PRIVATE SECTOR INVOLVEMENT these social obligations. Capital expenditure by the Government is coming under increasing scrutiny. with candidate projects THE ENVIRONMENT being required to be justified on explicit economic. In addition to the global factors mentioned previ­ financial. social and environmental criteria. ously. transport can impact adversely upon the local TralJSporting Me/boume addresses this by proposing an environment through noise. air and water quality. integrated transport appraisal framework within high energy usage and dislocation oflocal communi­ which candidate projects would be subjected to ties. This may occur during both the construction appraisal to ensure that they optimise total commu­ and the operation of the transport facility. nity returns in terms ofexplicit economic. financial. Environmental sustainability is essential not only social and environmental criteria. However. in a cli­ for its own intrinsic value. but also because it is a key mate of reduced reliance on Government sources for ingredient in making Melbourne an attractive place transport investment. an increased role is likely for to live and work. which is essential to its long term the private sector in the provision of infrastructure. economic development and wealth creation. Many of the projects identified in Tramporting Me/boume are potential candidates for private sector TralJSporting Me/boume sets Melbourne's transport sys­ funding. although again each specific case will need tem on the path to an environmentally sustainable to be carefully evaluated on its merits. future by supporting national initiatives for reduc­ tions in vehicle emissions and fuel consumption. establishing a strong role for public transport in CHANGING DEMOGRAPHIC LIFESTYLE areas where it can make a significant difference. sup­ AND ECONOMIC FACTORS porting a more compact. energy-efficient urban form. A wide range of demographic and lifestyle factors and emphasising the role ofbicycling and walking in will influence transport demand and service require­ an integrated. balanced transport system. ments in the years ahead. TralJSporting Me/boume has taken these into account in the development of INTERGOVERNMENTAL strategies and proposed actions. In many cases. they PARTNERSHIPS require a deep re-appraisal of traditional ways of delivering transport services, and this is reflected in The Commonwealth has an interest in supporting the proposals for structural and regulatory reform the State in transport issues within the context of and service and management strategies. These urban planning and economic development. demographic. lifestyle and economic factors include: TralJSporting Me/boume. together with Living Suburbs. sets the framework for Victoria's participation in ~ Melbourne will have an ageing population and joint Commonwealth-State infrastructure projects. will see changes in family structure, including tendencies to smaller families, single-parent The restructure oflocal government offers the oppor­ families. and single-person households. There tunity to re-examine the role oflocal government in will be continued changes in working hours. transport. with the potential for traditional local gov­ including both a shorter working week and more ernment transport responsibilities to be expanded or flexible working hours. Female participation in redefined. TralJSporting Me/boume provides the frame­ the workforce will continue to increase. work for a constructive partnership with local government in the development and implementa­ tion ofcorridor and transport network strategies for the enhancement of Melbourne's transport system.

11II ~ An increasing awareness of quality of life and a The effect of these influences will be to increase the greater sensitivity to the environment and the diversity of travel demand. particularly in off-peak. effects on it of lifestyle and activity can be non-urban and suburban locations. They imply a expected. There will be a greater diversity of continued reliance on car. foot and bicycle travel for lifestyles. with lifestyle becoming increasingly a many local purposes. and ind icate a need for major matter of choice. not constraint. changes to public transport services so that they are more flexible and more integrated to provide a seam­ I::! Changing freight demands will result from less door-to-door service. There is scope for changes in lifestyle and demographic profile. substitution of walking and bicycling for motor vehi ­ The rapid economic growth in Pacific Rim coun­ cle travel at the local level, since a high proportion of tries will exacerbate the decline of low trips are quite short (see Section 3.2below!' value-added manufacturing industry in Australia. but create opportunities for Australian Similarly . there will be an increased premium on reli­ exports of elaborately transformed manufac­ ability. flexibility and speed of freight deliveries as tures. services and agricultural products. This the value of goods increases. while the emphasis on will put greater emphasis on the need for good quality of service for export movements will international transport links both for passengers increase. There will be a rapid growth in demand for and freight, which will require efficient and international air travel for business purposes. attractive ports and airports. and good land transport connections across Melbourne to 2 .3 ntegrating transport access them. and metropolita 13 There will be a continued move towards service industries as the source of employment and deve opment wealth. The largest increase in jobs is expected to An important aspect of Transporting Me/bourne is the occur in sectors where activity is closely related integration of transport and land-use planning to household location (for example. education. processes. with Tramporting Me/bourne and Living personal services. local government and home­ Suburbs each taking note ofthe directions and imper­ based work). atives of the other.

These factors are expected to lead to a reduction in As Living Suburbs points out. Melbourne is a well laid­ average work trip length as more servicejobs are cre­ out area. Growth regions have been encouraged to ated locally. a flattening out of travel peaks (as follow a good system of arterial roads and rail corri­ off-peak times become busier). an increase in the dors. the central city is strong. there is a set of strong number and proportion of non-work trips. and a suburban activity centres. employment and other greater need for public transport to cater for more activities are accessible. and there are generous green local travel. Together with changes in the location of spaces. households. jobs. shops and leisure activities. and Melbourne has been spreading outward since it was associated lifestyle changes. the effect will be much founded. but until the 1950S the focus remained on more complex and spatially diverse travel patterns the central area. This has since changed. with the within and outside urban areas. putting a premium middle and outer suburbs providing an increasing on flexibility and service reliability. share of Melbourne's services and new jobs. Most of this growth has been in the east and south-east. although the west and north are now having a larger share of the growth.

Within this historical framework. Living Suburbs adopts five basic spatial principles: [:! multi-functional activity centres serving local and regional needs should be developed at key transport nodes

[:! optimum use should be made of existing urban land and land already set aside for growth

K!! land-use planning should recognise and where appropriate respond to the needs ofbusiness

I:::! Melburnians should have access to green spaces and non-urban land offering recreational and related opportunities

I:::! the central city should continue to be a prime focus for commercial. retail, cultural and enter­ tainment activity.

Living Suburbs supports the integration ofland devel­ opment with transport systems, noting that "it makes sense to provide transport infrastructure where development is planned, and to plan develop­ ment where transport infrastructure is already provided. Linking land-use, development and trans­ port planning will enable people and goods to be moved more efficiently. The less time Melbourne's exports spend on the road , the more competitive we will be in world markets. The less time Melbourne's commuters spend on the road , the more leisure and money we will have for the better things in life."

A major thrust of TrallSporting Melbourne is to support these directions through strategies which will both facilitate their implementation and assist in shaping a desired direction of metropolitan development through transport infrastructure and service provi­ sion.

The links between Living Suburbs and Transporting Melbourne strategies are developed explicitly in Section 4.1below. 3. Transport systems, market needs and strategies

3.1 The transport system Melbourne's electrified suburban rail network has 336 route-kilometres serving 197 stations (Map I, Any discussion of the future of the Melbourne trans­ page 39), It uses 151 trains which travel 13,4 million port system must start with an understanding of the train-kilometres per year. This is a very extensive sys­ current system. Therefore. this section presents a tem on world comparisons. It radiates from the brief statistical overview of the existing system. central city on IS radial routes. Melbourne's transport network includes road. rail, The tram and light rail network comprises 341 route­ tram and light rail facilities. kilometres. The area served by tram and light rail is The road network is based on arterial roads. typical1y shown in Map 2 (page 40). It has 448 trams and 130 on a grid layout. There are some gaps in the grid. cre­ articulated light rail vehicles, which travel 20 mil­ ating discontinuities, especial1y in the west and lion vehicle-kilometres per year. Again, this is very north. There is a limited freeway network. which is extensive on a world basis. being the fourth largest fragmented and discontinuous. Freeways serve sev­ network in the world and the largest outside Europe. eral of the growth areas , but there are fewer freeways The bus network is extensive, comprising 257 routes in the more developed areas . The Melbourne road and about 1,400 buses which operate over 65 million hierarchy has five functional classifications, which bus-kilometres per year. The area covered by bus ser­ are shown in the Melway Street Directory; the cur­ vices is also shown in Map 2. rent Melway has 231 kilometres of freeway, 1,966 kilometres of primary arterial roads (Melway black The V/Line interurban rail system serves 57 stations routes), 2,685 kilometres of secondary arterial roads on six radial services (Map 3. page 4Il. These services (Melway red routes). and 19,481kilometres of collec­ are operated with diesel railcars and locomotive­ tor and local streets (Melway orange and brownl. The hauled cars (including modern Sprinter cars), freeway and primary arterial road network is shown covering 641 route-kilometres. and travel1ing 3.9 mil­ in Map I (page 39). About 1,000 kilometres of this lion train-kilometres per year. Long-distance rail and arterial road network is designated by VicRoads' as coach services link Melbourne to al1centres through­ Principal Traffic Routes. out regional Victoria, including Warrnambool, Horsham. Mildura, Swan Hill, Shepparton. Wodonga Freeways and arterials respectively comprise 0.94 per and Sale. cent and 19.1per cent of the total road length; for the 62 American urban areas with a population exceed­ The bicycle network comprises over 1,000 kilome­ ing 500,000 people. the corresponding percentages tres of off-road paths and 2,000 kilometres of are 2.9 per cent and 16.3 per respectively, indicating on-road routes identified in the Principal Bicycle Melbourne's greater reliance on the arterial road net­ Network. work and relatively smal1er freeway provision. Expressed another way. Melbourne has about 320 lane-kilometres of freeway per million people. com­ 3.2 Travel in Melbourne pared with about 900 lane-kilometres for these US The size and nature of the transport task clearly has a urban areas . fundamental influence on the transport strategies developed in Transporting Me/bol/me. The Department of Infrastructure, VicRoads and the Public Transport Corporation have supported a major research project carried out by the Transport Research Centre at RMlT University. This project is starting to reveal some very important information about the move­ ment of Melbourne residents. This is presented in a companion working paper, and some of the more important results are summarised below. This analysis reveals that there are numerous travel FIGURE 2: PURPOSE OF PERSONAL markets, characterised by spatial location, purpose. TRAVEL time of day, trip length an d durati on. mode of travel Source:Transport Research Centre. and other factors. In addition. not covered in detail here but examined in the draft Freigl1tway Me/hollme Trips by purpose report. there are numerous markets for the transport of goods. The challenge in transpor t planning and policy is to develop a transport system which is capa­ From home to work 12% ble of catering for these disparate travel markets in a From other to work 5% way which meets the overall objectives for the sys­ From home to shop 12% tem, as outlined in Section 1.3. From other to shop 11% From home to education 5% From other to education 2% PERSON TRI PS From home to other 36% Melbourne has a highly mobile population, having From other to other 17% ready access to work. shopping. school, recreation, social and cultural pursuits, which are the essence of a modern metropolis. Melburnians make an average of about 2.9 trips per person per day (about the same FIGURE 3: NUMBER OFACTIVITIES ON . amount of trip maki ng per head as American cities. HOME-BAS ED JOURNEYS and slightly more than European cities). They travel Source: Transport Researdi Centre. an average of 19.6 kilometres per day, and spend 53 minutes per day in trave1. However, on an average 60 day, about 23 per cent of Melbou rne residents report no trips outside the household. so the average mobil­ 50 ity of trip-makers is therefore 3.8 trips, 25.5 ~ kilometres and 69 minutes of trave l per day. E ::J .2- 40 '0 Melburnians make about 9 mi11ion trips every day. Q) about two-thirds ofwhich are home-based. with one­ '" ~"' third having neither end at home. The major trip E 30 0 J::: purposes are shown in Figure 2. About 17 per cent of 'Q Q) trips are for work purposes, and trips between home 0, .ill 20 t:: and work are about 12 per cent of the total , or one in Q) 2 eight. Shopping trips account for 23 per cent, about &: ha lfof which are home-based. 10

Trip making is very complex, with over 40 per cent of departures from the home involving a visit to more 2 3 4 5 6 7 8 than one other place as people engage in increasingly Number of activities complex and interconnected activities on multi-pur­ pose journeys (a journey is defined as a series of connected trips beginning and ending at the same place, for example, the homel (Figure 3). ~

II

II I'

SPATIAL VARIATIONS Figure 4 shows three measures of travel demand, based upon spatial origin-destination regions, Trip generation varies across the metropolitan area, namely the Central Region, the Inner Region, the with some specific sites of high trip generation, and Established Middle Suburbs, and Melbourne's Fringe large areas with medium levels of generation (Map4, Areas. page 42l. The largest single attractor of trips is the Central Region, centred on the central business dis­ The Central Region comprises the Cities of trict (the Golden Mile). Dividing the metropolitan Melbourne, Port phillip and Yarra.The Inner Suburbs area into blocks of I square kilometre, there are 32 comprise the Cities of Boroondara, Darehin, Glen block s with more than 12,000 trip destinations per Eira, Maribyrnong, Moonee Valley, Moreland and average weekday. Five of these encompass the CBD, Stonnington. The Established Middle Suburbs com­ another six are in a band across South Melbourne prise the Cities of Banyule, Bayside, Brimbank. and St Kilda, and the rest are isolated blocks, includ­ Greater Dandenong, Hobsons Bay, Kingston, Knox, ing Melbourne Airport, Monash University (Clayton), Manningham, Maroondah, Monash and Whitehorse. and regional shopping and commercial centres, The Fringe Areas comprise the Cities of Cardinia, including Doncaster, Box Hill. Forest Hill. Croydon , Casey, Hume, Frankston, Melton, MoorabooL Knox City, Chadstone, Dandenong, Southland, Mornington Peninsula, Nil1umbik, Whittlesea, Camberwell, Malvern and Glenferrie. Wyndham and Yarra Ranges . of these, Cardinia, Casey, Hurne, Melton, Whittlesea and Wyndham are ' Travel intensity, defined as the number of car trips designated growth municipalities. passing through an area (Map5, page 43),is also great ­ est in and immediately to the east and south of the The three measures used are trips. total distance CBD, where in excess of go,ooo car trips per square travelled, and total time spent travelling for trips kilometre pass through each day. Travel intensity between these origin -destination pairs. decreases with distance from the centre, with a large Figure 4 reveals that most travel is essentially intrare­ band ofmiddle suburbs in the east and north experi­ gional - that is, with both origins and destinations in encing between 30,000 and 50,000 car trips per day. the same region . A radial pattern is evident, especially in the Fringe Areas and the regional routes leading into Melbourne, reflecting the radial transport links in TRAN SPORT MODE S these outer areas. Alesser radial influence in evident Most trips in Melbourne are taken by car (Figure 5l. in the middle suburbs. Public transport (train. tram. light rail, bus, school bus. taxil accounts for about 5.6 per cent of all trips and 6.7 per cent of motorised trips , a figure which is much higher than any metropolitan area in America except for New York City, but lower than that in European cities.

Because public transport trips are longer. these modes account for 9 per cent of total kilometres of travel and 8 per cent of the total minutes of travel. Road-based transport (including car, bus, tram and taxi modes) accounts for 81 per cent of all trips and over g6 per cent of motorised trips . They represent g2 per cent of the tota l distance travelled, and 82 per cent of the total time spent in person-travel. Road network development is thus essential to serve not only private travel. but also road-based public trans­ port and freight movements. Public transport enhancement must be targeted at those areas where FIGURE 4: TRAVEL DEMAND BETWEEN it can be mosteffective. AND WITHIN REGIONS Much short distance travel is by foot or bicycle. source. TransportResearchCentre. These modes account for 18 per cent of trips, 3 per cent of kilometres, and 16 per cent of minutes of travel. Time

Public transport, due to its suitability to a mass mar­ I ket, is a very significant contributor to central city 25 I travel (Figure 6J, where 44 per cent of trips to and from the CBD are carried on public transport per I (49 I centof motorised tripsJ- a figure which is very high 20 by world standards.Twenty-one per centof trips gen­ erated by the City of Melbourne (including the CBDJ 15 are taken on public transport. By contrast, public Origin transport's share of trips generated outside the City 10 of Melbourne is small-about4 per centof motorised Fringe trips. 5 Middle Inner Public transport trips are significantly longer on Central less CBO average than car trips, in terms of both travel time o CBO and travel distance (Figure7J. This reflects the differ­ entroles of the modes, with rail providing for longer distance travel, particularly to the central city, and the other public transport modes and the private car Destination serving more local needs . However, access time com­ prises a large proportion of the overall travel time for trips utilising rail and other public transport modes. Trips Access time is the time taken to access the primary mode using secondary modes.

35

30

25

20

15 Origin

10 Fringe Middle 5 Inner Central less CBO o • CBO

Destination ,I

FIGURE 5: USE OF TRANSPORT FIGURE 6: USE OF TRANSPORT MODES FOR PERSON-TRAVEL MODES FOR CENTRAL REGION AND Source: TransportResearch Centre. OTHER-PERSON TRIPS SOl/rce:Transport Research Centre.

Trips CBD

train 28% Car driver 48% tram 14% Car passenger 27% bus 2% Train 3% walk/bike 10% Bus 1% other 3% Tram 1% car driver 31% Cycling 2% Car passenger 12% Walking 16% Other 2%

City of Melbourne

Time Car passenger 19% train 14% Car passenger 260/0 tram 5% train 4% bus 2% tram 2% walk/bike 8% bus 2% other 3% walking 14% car driver 49% bicycling 2% other 2% car driver 48%

Rest of Melbourne

Car passenger 28 % train 1% Distance tram 1% bus 1% Car passenger 30% walk/bike 17% train 6% other 3% tram 1% car driver 49% bus 2% walking 2% bicycling 1% other 2% car driver 56% TRIP LENGTH FIGURE7: AVERAG EPERSON-TR IP Figure 8 shows the distribution of trip lengths in TRAVEL TIME BY TRANSPORT MODE terms ofboth distance and travel time. These distri­ SOl/rce: Transport Research Centre. butions indicate that travel in Melbourne features a very wide range of trip lengths. The median trip 70 ,..... length (that is, half of trips are longer and half are Average trip time (1 shorter! is 2.9 kilometres and 10 minutes. The 85th 60 - • Average trip stage time (2) percentile trip (that is, 15 per cent of trips are longer) • for Melbourne is 14 kilometres and 28 minutes, and 50 - trips longer than the 85th percentile generate 45 per cent ofthe total person-kilometres and 52 per cent of 40 - the total person-minutes of travel in Melbourne. .... That is, about half of the total demand placed upon 30 - Melbourne's transport system is generated by 15 per .... cent of trips. These long trips are associated largely 20 ...... • .... with the Fringe Areas and Established Middle .... 10 Suburbs. : , II I I i 'I I I I I One ofthe key features ofthe Central Region (and the o '--' I I, c E en en Ol Ql 'x Ql CBD in particular! is that the centre is a focal point Gi Gi .~ :::J :::J C U U > Ol ell .0 .0 32 >. ~ >. c l- ~ o o for the whole metropolitan area, the State. and inter­ s Ql e rn en 0 Gi co rn en .c .c S 0 ell U 0 state and overseas visitors. It draws trips from all 0 0.. en 6 rn ::?: over Melbourne (figure 4), so the trips attracted to 0 the centre are much longer than average (Figure 8), For trips generated by the CBD, the median trip (/)BypTioTitlJ mode: includesfteder modes andwaiting times. length is 10 kilometres and 30 minutes. Apart from (2) TImespenton tIleaetllal modeitself trips to the central city, travel in Melbourne is extremely diverse, with a complex combination of short local trips, radial and non-radial intersuburban FIG URE 8: PE RCENTAGE DISTR IBUTION trips, and in teru rban trips. OF PERSON-TR IP LE NGTH, CB DAND ALL OF MELBOURNE TIM EOF DAY Source: Transport Research Centre. Public transport use is strongly focused on the two commuter peaks, which are each relatively short 100 (Figure 9). By contrast, car travel is less strongly 90 peaked, and the peak periods are longer. The after­ so 80 noon car travel peak is higher and much longer than ~ '0 70 the morning peak. 0>

0 5 10 15 20 25 30 35 40 45 50 Trip distance (kilometres) FIGURE 9: TRAVEL DISTANCE BY TIME FREIGHT MOVEMENTS

OF STARTING TRIP About 230 million tonnes of freight is moved to, Source: TransportResearch Celltre. from or within Melbourne in a year, or about 70 tonnes per head of population. Most of this is inter­ 16 nal to Melbourne and carried almost entirely on the ~ road network. whereas movements to and from 'O3l 14 ~ S ... Car Melbourne are carried by a range of transport modes ~ Q) .... Public .:::ro:S..... 12 (Figure !OJ. Apart from the movement of freight there Q) 0 transport ~ ~ is a large amount of travel for business purposes (for .i9-§ 10 ~==: example, to meet clients and negotiate sales and con­ ~ ~Q) 8 tracts) most of which occurs on the road network in -§15 ..... EO non-peak traffic periods . 0'0 6 ~~ Melbourne is a key hub for the whole of south-east­ -ro '-

Sydney Brisbane regional perspectives Country Victoria Other Newcastle 17.0mtonnes Interstate Wollongong 1.6mtannes Canberra and strategies In addition to looking at the overall view of travel • .;'""" and transport in Melbourne, it is useful to consider .. travel needs and markets within a spatial context, ~J< .> related to particular components of Melbourne's v¥ transport network, which in tum relate to particular National and phases of Melbourne's historical development. For international O.2m tonnes example, an emphasis on fixed rail public transport is considered appropriate in the public transport-rich Inner Suburbs and for travel to and from the Central Region, because rail is suited to the travel needs of these areas, has a relatively high modal share, and facilities are in place to support such a strategy. Similarly, road-based public and private transport modes are suited to the more dispersed trip patterns for intersuburban and locally -oriented trips, and to freight travel patterns which have a complex interac­ tion with industry, consumers, and national and international gateways. • f .. . J . .. ." . ;', ': ' -, -/ - " - ".'

In this context broad strategies are outlined below, FIGURE 11: VICTORIA'S HUB STATUS IN related specifically to: VALUE TERMS

~ radial travel to, from and within the Central Source: Freightway Melbourne. Region

[::! travel within the Inner Suburbs 13 travel in the Established Middle Suburbs II',,' +.. .,'.. - .I ' ,',nu B3 travel generated by Fringe Areas (including • growth municipalities)

~ interurban, regional and long-distance travel. ----

TRAVEL GENERATED BY THE CENTRAL primarily on public transport. For the City of REGION Melbourne, the corresponding public transport shares are 21 per cent and 23 per cent respectively. Melbourne's Central Region is a key location in terms of Victoria's business, cultural, political, recreational, The number of trips generated by the Central Region sporting and tourism activity, It is the focus of the is expected to grow absolutely in the years ahead as rail and tram network. and not surprisingly has the vacant office space is consumed and with increasing highestlevel of traffic intensity in Melbourne (Map5, residential activity. The rate of growth may perhaps page 43). VicRoads has estimated that 22 per cent of not be as rapid as elsewhere, but the importance of the total cost of congestion in the metropolitan area the Central Region as a prime target for transport pol­ occurs in the Central Region. icy wi11 remain.

This region is the largest single generator of trips in These markets are currently wen-served by the metropolitan area, As shown in Figure 4, 3 per Melbourne's extensive radial public transport sys­ cent of the metropolitan area's trip destinations are tem, and TTamportillg Me/bol/me proposes measures in the CBD (Golden Mile), 7 per cent in the City of that wi11 enhance the attractiveness of travel by pub­ Melbourne, and 13 per cent in the Central Region. lic transport for a variety of person-trip purposes in However, since each trip has two ends, the percent­ these markets. However, road management is also age of trips generated is higher than that - 18 per necessary to meet the needs of business, public cent of trips in Melbourne have an origin or destina­ transport, local access, and freight movements. In tion in the Central Region, including 5 per cent in the strategic terms, the commitment to maintain and CBD and II per cent in the City ofMelbourne (includ­ enhance the radial public transport serving the cen­ ing the CBD), tral city is important, and this carries with it the need for ongoing investment, maintenance, and Trips to and from the Central Region are somewhat management of the system, and enhancement of its longer on average than other trips in Melbourne, and capacity in line with growth in demand. as a result, trips with an origin or destination in the Central Region generate 25 per cent of the person­ The draft Freiglltway Melboume study demonstrated kilometres of travel and 26 per cent of person­ the importance of the Central Region for goods minutes of travel in metropolitan Melbourne, movement. The Port of Melbourne, the Dynon rail Corresponding figures for the CBD are 8 per cent of terminal, and many trucking terminals are located to person-kilometres and 9 percent of person-minutes the immediate west of the CBD, and industry in the (Figure 4), Central Region is affected by traffic congestion. Deliveries to central city offices and other activities Public transport is a very important contributor to are essential to the business of the metropolis. Fast central city travel, with 44 per cent of an trips and reliable access to the airports is essential for (including walking and cycling) and 49 per cent of both freight and person movements. motorised trips to and from the CBD being carried Given its needs and characteristics and the broad er When this is added to Central Region travel. 42 per objectives referred to earlier, Tmmporting Me/bol/me cent of trips in the Melbourne metropolitan area proposes that th e strategy for travel to, from and have origins or dest inations in the area roughly withi n th e Central Region will: defined by the tram network. These trips generate 48 per cent of tot al kilometres and 49 per cent of total ~ focus on th e advantages of public transport, minutes of travel. Travel entirely within the Cen tral walking and bicycling for person travel to, from Region and Inn er Suburbs comp rises 26 per cent of and within the CBD trips made in the metropolitan area. ~ maintain and enha nce public transport serving These numbers are expected to stabilise or even the central area, including expansion of services increase absolutely in the years ahea d, requiring and capacity in line with dem and enha nced transport provision, although they will ~ manage the arteri al road network primarily to decline as a proportion of the metropolitan total. meet business, public transport, freigh t and local Melbourne's very extensive tram and light rail net­ access needs work in th e Inner Suburbs, supported by th e rail ~ enha nce access to Melbourne Airport for trav­ network. makes th is travel region a primary focus for ellers and touri sts public transp ort. and Transporting Me/bol/me proposes ~ improve the ambience and pedestrian attractive­ measures that will enhance the att ractiveness of ness of inn er city streets with th e reduction of travel by publi c transport for a variety of person- trip through-traffic following completion of the City purposes in thi s region. The potenti al for greater use Link project of th is infrastructure is significant. particularly if urban dens ities increase in this region in the years ~ enhance freight access to the Port of Melbourne ahead. As with the Central Region. the developmen t and Melbourne Airport. of the City l ink project will provide opportunities for The specific elements of this strategy for the Central enha ncement of local road access and public trans­ Region are reflected in the strategies (outlined in port improvements. later sections) for the various components of the Given its needs and cha racteristics and the broader trans port system, its integration with land-use plan ­ objectives referred to earlier, Transporting Melbol/me ning and develo pm ent, and for environmen tal proposes th at th e strategy for travel to, from and sustainab ility. within th e Inn er Suburbs will:

~ focus on the advantages of public trans port,bicy­ TRAVEL WITHIN THE INNER SUBURBS cling and walking The Inn er Suburbs for transport purposes may be ~ relate transport to urb an development and foste r generally defined as th e area covered by the tram net­ central- and inner-city viability, building on the work [excluding ligh t rail ext ensions such as strengths of Melbourne's extensive train and Bundoora and East BurwoodJ. As shown in Figure 4, tram netw orks th e Inner Suburbs are respon sible for 21 per cent of th e metropolitan area's trip destin ations. Trips start­ ~ contribute to environmental obj ectives by sti m­ ing or end ing in the region generate 28 per cent of th e ulating public transport use trips in the metropolitan area, and these produce 29 ~ improve the ambience and pedestrian attractive­ per cent of total kilometres and 31 per cen t of total ness of streets in the region with the reduction of minutes of travel. through-traffic following completion of the City link project

~ manage the arterial road network to balance business, publi c transport, freigh t. local access and through-traffic needs , • ,• - 'j ',/

, ~ , ~ ~. .; ~ :' ", ~ "'~~

~ enhance freight access to the Port of Melbourne taken to ensure that these do not grow to the extent and Melbourne Airport for industries located in that suburban gridlock conditions become a prob ­ this region lem; the continued requirement for developer contributions aimed at ensuring that traffic condi­ ~ enhance access to key suburban activity centres tions do not worsen as a result of commercial and major strip shopping centres. development is a key policy here. This strategy for the Inner Suburbs is reflected in the Although this area is general1y well-served for road strategies (outlined in later sections) for the various access. particularly for shorter-distance intrasubur­ components of the transport system. its integration ban trips. there are some exceptions where the with land-use planning and development, and for arterial network is deficient. However. in recognition environmental sustainability. of the disruption caused by major new roads in presently-developed localities. these will only be TRAVEL IN THE ESTABLISHED MI DOLE considered where there is clear community benefit SUBURBS and support for their provision. Long distance travel This region. broadly defined by the post-war develop­ is less well accommodated. which is a particular ment beyond the limits of the tram network in areas issue for freight and business trips. where links which are now essential1y ful1y developed. was between the dispersed suburban industrial and busi­ established around road-based mobil ity. In this area ness areas are lengthy and time consuming.

the predominant trend to non-radial road-based This area is a prime focus for the location of travel is most evident. advanced manufacturing and high technology As shown in Figure 4. 41per centof metropolitan area industries. especially in the eastern suburbs. Many of trips have destinations in the Established Middle these industries are strongly export-focused. and Suburbs. Trips starting or ending in this area gener­ provision of good links to the ports and airports is ate 50 per cent of trips in the metropolitan area. and critical; development of the proposed Metropolitan these produce 58 per cent of total kilometres and 52 Orbital Transport Corridor as an integrated. multi­ per cent of total minutes of travel. Travel entirely modal transport and land-use corridor would not within this area accounts for 32 per cent of daily trips only enhance this access and provide for the longer in the Melbourne metropolitan region. distance trips generated within this region . but pro­ vide a major catalyst for location of industry. thus Figure 6 has shown that person-travel generated by facilitating access and interaction between indus­ areas other than th e central city is overwhelmingly tries and firms. Such a corridor would provide for the road-based. whether by public or private modes. so longer distance. non-radial trips generated within inevitably the transport issues in this region relate this region . integrating the metropolitan area while predominantly to roads. including road-based public providing a bypass of the more congested Inner transport and freight travel as wel1 as travel by pri­ Suburbs. vate car.

There is expected to be some further growth in the Established Middle Suburbs as vacant land within these suburbs are converted to urban use. and as infill redevelopment for medium density housing is encouraged.

There are multitudinous trip ongms and destina­ tions within this area. mostly at relatively low density. but there are some significant regional nodes which are major trip generators. such as regional shopping centres. university campuses. and Melbourne Airport (Map 4. page 42). Care must be As road-based public transport will continue to be This strategy for the Established Middle Suburbs is important. a major focus is required on bus services. reflected in the strategies (outlined in later sections) In Melbourne, buses have long been the Cinderella for the various components of the transport system, mode of public transport. considered as less impor ­ its integration with land-use planning and develop­ tant than rail and tram. Nevertheless, they are quite ment, and for environmental sustainab ility. crit ical to th e development of both good local access and an integrated multimodal system. Localbus ser­ TRAVEL GENERATED BY MELBOURNE'S vices are required to provide access to rail stations, to FR INGE AREAS serve local access needs, and enhanced access to In the years ahead, most of Melbourne's growth in major centres. Similarly, the developm ent of regional population. employment. and hen ce travel will occur and trunk bus services,especially non-radial services in the design ated growth areas at the fringe of th e to complement the radial rail services, is proposed. existing buil t-up area. The Melbourn e Metropolitan includ ing term inal development at major centres Policy, Living Suburbs. released in December 1995, such as shopping centres and university campuses. envisages major growth between now and 20n in Transporting Melboume proposes a strategy for the the Cities of Casey, Cardinia, Wyndham, Hum e and Established Middle Suburbs which is based on a bal­ Whittlesea, with significant growth also in Melton anced use of modes and services , aiming to use each and Brimbank. In addition, there will be other impor­ in the most suitable manner, recognis ing th at travel tant areas providing recreation al ' and tour ism patterns are diverse and complex. The str ategy will: activities, including the Mornington Peninsula,Yarra

B::! manage the arterial road network to achi eve a Valley and Macedon Ranges; these areas possess balance between mobility and access (for busi­ environmental. conservation. recreation and touri sm values requiring careful management of transport ness. freight and private travel), public transport. access. and amenity

~ develop new roads as needed in association with As shown in Figure 4,25 per cent of th e metropolitan urban development and duplicate selected two­ area's trips have destinations in the Fringe Areas. Trips starting or ending in this area generate 30 per lane arterial roads cent of trips in the metropolitan area. These areas ~ enhance local bus services. including the devel­ produce 47 per cent of total kilometres and 36 per opment of regional and trunk bus services as part cent of total minutes of travel. Travel entirely with in of an integrated transport system this area accoun ts for 20 per cent of daily trips in the ~ integrate the metropolis by facilitating non ­ Melbourne metropolitan region, but this will radial and freight travel through development of increase significantly in the designated growth areas. a multimodal Metropolitan orbital Transport There is a strong awareness in Fringe Areas th at Corridor transport provision is a key component of the supply ~ enh ance radial rail services and integration with of urban services. Some of these areas have signifi­ local bus services. including user information cant concerns with social isolation and restri ctions on access to services and employment. However. B::! enhance access to regional activity centres by needs typically exceed the funds available . so there is both suburban rail services and road-based an imperative that tran sport development proceeds modes in the most cost-effective way possible. and that ~ enhance bicycling and walking facilities to pro­ transport is well-coordinated with urban develop­ vide connections to oth er transport modes ment. Negoti ation of developer contributions to transport facilities and services (including th e early provision of bus services so that car dependency is reduced) is a part of this strategy. In many Fringe Areas having a low density of urban [::! upgrade and manage the arterial road network development (including those in the early stages of within the designated growth areas with an growth), provision of rail and bus services is appropriate balance between mobility and restricted by low levels of usage and high levels of access for business, freight and private travel ; dead running between pockets of urbanisation. In public transport; and local amenity some cases concerns are compounded by high fare 13 enhance access to regional centres by rail ser­ levels in areas located outside the designated MET vices and road-based modes, including bus area. routes and terminals, freight routes, and facili­ Each of the growth areas is served by a radial railway ties for private transport line , and (with the exception of the Cranbourne area) 13 improve public transport access, performance by an existing or proposed radial freeway, providing and coordination in consultation with local gov­ access for business, freight and personal needs. The ernment and operators regional arterial road network in some growth areas, but unfortunately not an, is laid out to facilitate bus 13 work with local government to enhance the via­ services and provide access to rail stations. bility of public transport services in areas where development is sparse or discontinuous. A substantial share of infrastructure investment is directed at providing transport services in Fringe This strategy for the Fringe Areas is reflected in the Areas, particularly designated growth municipali­ strategies (outlined in later sections) for the various ties , so it is important that it is expended in ways components of the transport system, its integration which maximise the benefits and support desired with land-use planning and development, and for urban forms. Inevitably most of this wil1 need to be environmental sustainability. directed on the road system because in almost every case the basic arterial and sub -arterial road infra­ INTERURBAN, REGIONAL AND LONG­ structure is not in place or is inadequate for urban DISTANCE TRAVEL needs. However, extension of electrified urban rail Beyond the Fringe Areas, access is required to services to keep up with metropolitan expansion wil1 Melbourne's hinterland. for freight movements, busi­ also be considered. ness needs, commuter access, tourism, and Tramporting Me/bol/me proposes a strategy for the recreational travel. Over longer distances, intrastate, Fringe Areas which is based on a balanced use of interstate and international access needs require a modes and services, recognising the diverse, com­ comprehensive infrastructure to facilitate air, road, plex and often sparse travel patterns in this region . rail and sea transport. These issues are particularly The strategy will: critical for freight and economic activity, and

I:::! link the growth areas to the metropolitan com­ have been addressed in the draft Freiglltway Me/bol/me plex by providing radial rail services to central strategy. and intermediate destinations, and road links to the Metropolitan Orbital Transport Corridor

~ enhance local bus provision through service development and internal road layout with the aim ofreducing car dependency

13 provide bicycling and walking facilities in new developments Transporting Me/hal/me deals with these markets to the From this viewpoint, the strategy in Transporting extent that they impact on metropolitan travel, not­ Me/hal/me for interurban and long-distance transport ing that these links (especially road links) have a vital travel is to link Melbourne to intrastate, interstate, role in providing access to goods and services and are and international markets and areas of production, consistent, in many cases, with national transport including the need to: objectives. Improved access to metropolitan mar­ ~ link regional highways. including national high­ kets, industries. and export facilities is important to ways. to airports (Melbourne and Avalon), ports regional economic development. Melbourne is a key (Melbourne, Geelong and Hastings), and the component of the total Victorian economy. and its Metropolitan Orbital Transport Corridor transport system needs to recognise this state-wide significance, as well as metropolitan needs. As each ~ link national and State rail routes to the ports of the regional routes nears Melbourne, it becomes a and other key terminals within the metropolitan major spine in a metropolitan growth area (Werribee­ area

Geelong, Western. Calder, Hume, Gippsland. South ~ consider the ongoing need for improvements in Gippsland. Western Port). Management of the road interstate and international transport services, network, and to an extent the rail services, in these including airport development and a possible corridors thus becomes critical to resolve these dis­ high-speed train to Sydney parate and potentially competing needs. ~ include Geelong as a key component of the Port ' Geelong is particularly important. since it is in some phillip Region, having special needs for quality ways a separate economic and social entity. but is transport and communication links to also an integral part of the Port phillip Region. Good Melbourne access between Geelong and Melbourne - and to the ~ develop Interurban rail commuter routes, with Port ofGeelong and Avalon Airport - is critical from appropriate managementofdemand through rail this broader regional perspective. Enhancement of service frequency, fares. and road provision. road and rail links. the provision of the proposed Metropolitan Orbital Transport Corridor (see Section Relevant elements of this strategy for interurban, 4 .1) and its connections to Geelong, and inclusion of regional and long-distance travel are reflected in the Geelong in electronic commerce for imports and strategies (outlined in later sections) for the various exports are all key components of the strategy. components of the metropolitan transport system, its integration with land-use planning and develop­ ment, and for environmental sustainability.

3.4 Transport and land­ use strategies

The above analysis shows that there are numerous travel markets in Melbourne, each with particular needs, or associated with particular parts of the transport system and Melbourne's historical devel­ opment. The challenge is to develop a transport system which is capable of catering for these dis­ parate person- and freight-travel needs in a way which meets the overall objectives for the system outlined in Section 1.3. The strategies and actions are proposed for consider­ ~ Section 6: Road networks, including road network ation within a framework which has three key development linked to land-use and regional elements: development. ~ those which are based upon investment in infra­ ~ Section 7: Melbourne as a national transport Iwb, structure, including the development of through implementation of the Freiglltway multimodal transport and land-use corridors Melbourne strategy.

~ those based upon enhancement of services and ~ Section 8:Integrated multimodal transport system man­ better management of the transport systems agement. including intermodal interchanges, ~ those based upon structural reform (consequent service integration, bicycle and pedestrian on implementation of National Competition strategies. road use management, and integrated Policy) and regulatory reform. control and information systems.

However, these strategies must be seen as an inte­ ~ Section 9: Environmentally sustainable transport. grating framework, since . in most cases. there will be including demand management and encourage­ elements of all three in any particular strategy. For ment of non-motorised modes. example, maximising the return on investment will ~ Section 10: Stnlctural andregulatonJ rifonll,including depend upon quality of service delivery and usage clear roles for government and service providers, levels. which in turn depends on a management pricing and fares; transport reform; and structure which is focused on customer servi ce. enhanced roles for the Commonwealth and local Further. the proposed actions are directed at the government. transport system as a whole, encompassing both pas­ senger and freight. concerned with all modes, and (especially in the case of corridor actions) integrated with urban development.

No decision can be made about whether to proceed, what form of outcome is appropriate. or the priority for implementation, until the economic, financial. social and environmental implications of proposed actions have been considered within the context of the Government's overall budgetary and capital works planning process and priorities. This assess­ ment will be undertaken through an Integrated Transport Investment Appraisal Framework as out­ lined in Section 104.and will include consideration of a range of development and financing options, including private sector involvement. to meet objec­ tives such as reform of infrastructure and improved services to users.

Transporting Melbourne proposes strategies and actions as follows:

I!! Section 4: Integrated transport and land-use develop­ ment, including integrated development in defined nodes and corridors, and improved processes for integrated planning.

~ Section 5: Public transport. including networks, ser­ vice development and structural reform. El5l 4. Integrated transport and land-use development

TransportingMelbollme is being develop ed in conjunc­ 4.1 Integrated transport tion with the development ofLiving SlIburbs with th e aim of ens ur ing th at th e two are compatible. and land-use corridor Transport will contribute to urba n plan ning objec­ development tives. while urban planning can assis t in achieving There a number of corridors in wh ich major trans­ access and mobility goals.The integration ofthe two port infrastruc ture inves tme nt is under way, strategies is an important component of the success committed or bein g investigated. ofeach ofthem. In each case, what is proposed is an integrated mul ­ From th e viewpoint of livabili ty, environmen tal sus ­ timodal tran spo rt and land-use corr idor tainability. and transport efficiency, these strategies development, aiming to ensure th at th e investment aim to establish and maintain a pattern of urban cen­ makes Melbourn e a better place to live and work. tres and land-use and transport corridors that: Seven specific corridors are proposed for considera­ [:! concen tra te population, employme nt and retail­ tion in Transporting Melbollme (Map 7. page 46): ing in areas well-served by publi c transport and [:! Metropolitan Orbital Transport Corridor quality arterial roads [:! City Link Transport Corridor [:! promote livin g close to work and school ~ Eastern (Doncaster) Transport Corridor [:! promote walking and cycling [:! Northern (Upfield) Tran sport Corridor [:! contain a mix of compatible land uses. and encourage ch oice and diversi ty of use and [:! Scoresby Transport Corridor lifestyle [:! Geelong Corridor [:! support containment of metropolitan expansion [:! Airport Transport Corrido r. [:! provide good access to and within developments Tra nsporting Melbollme recognises that the various for local bus services. pedestrians, and bicyclists travel needs outlined in Section 3 give rise to a range [:! feature sensiti ve zoning and quality urban of specific need s wh ich in som e cases relate to trans­ design to ensure the appropriate location of par­ port network deficiencies in identifiable tran sport ticular land uses and th e linkage between them corridors . It also recognises th at major investment programs are und er way in several of these corridors [:! feat ure integrated development of modal inter­ wh ich will go a part or substan tial way towards changes and urban activity clus ters (see Section bridging th ese gaps. The strategy therefore aims to 4.21. add value to these committed projects , or initiate planning studies in other corridors.

METROPOLITAN ORBITAL TRANSPORT CORR IDOR Man y cities enjoy the benefits of a ring or orbital cor­ ridor,and Melbourne - with its low densi ty and large geographic area - is the sort of metropolis likely to benefit most. To be most effective. a Metropolitan Orbital Tran sport Corridor needs to be a continuous corridor fully circumscribing th e metropolitan area. Howeve r, most trips on such facilities do not cir­ cumnavigate its full length , although they do attract long-distance trips which woul d oth erwise use exist­ ing roads , man y of wh ich are likely to be congested. These facilitie s act more as a series oflinked distrib­ ~ enha nce access to the Port of Geelon g and utors. serving overlapping catch ments along th e Avalon Airport corridor. as well as cateri ng for longer-distance ~ provide convenient locations for park-and-rid e travel. stations where the corridor crosses radial subur­ Transporting Melbollme proposes for consideration a ban railway lines Metropolitan Orbital Transport Corridor. developed ~ integrate transport and developm ent. thus stim­ as an integrated transport facility catering for the ulating business and economic growth in movement of people and goods in a range of publi c Melbourne and regional Victoria. and private modes . and integrated with urban devel­ opment (Map8. page 47). It is important to note that most of the length of th e Metropolitan Orbital Transport Corridor inclu des a This concept is directed at serving the travel and major road which already exists or is committe d. urban planning needs of existing areas rather than Thus the strategy for investigation and development promoting a metropolitan bypass concept. As such. it of the corrido r would involve: would maximise use of existing facilities.and would not induce developmen t pressure in environmen­ ~ adding value to cons truction activities which are tally-sensitive areas such as the Yarra Valley. under way or committe d (Western Ring Road. Eastern Freeway. southern link of the City link The Metropolitan Orbital Transport Corridor is envis­ project) thro ugh land-u se developmen t and cir­ aged as havi ng a h igh-stand ard road. with trun k bus cumferential publi c transport services services along that road and in its vicinity serving non-radial demand s. The corridor would include ~ applying th e Metropolitan Orbital Tra nsp ort land -use development. and act as a magnet for such Corridor ph ilosophy to major investigations . developments which will occur in the middl e and especially the Scoresby Environmental Effects outer areas. Byattracting the m to th e vicinity of th e Statement currently in progress corridor. the Metropolitan Orbital Transport Corridor ~ making optimum use of the existing network would maximise their accessibility. and facilita te and services to connect components of th e corri­ freight and person movements between them. and to dor (especially in the east and north-eastl and from the port s of Melbourne and Geelong. and Melbourne and Avalon Airports . ~ applying the concept of a multimodal transport and land-u se corridor to all of its components. in Such a corridor would serve to: particular by investigating ways of stimulating ~ integrate the metropolitan area into a coherent appropriate land-u se and economic development whole at key points (for example. transport terminals. rail park-and -ride facilities . h otel and recre­ ~ assist circum ferential travel by private car. truck. ational developments. residential development. and bus through th e band of established suburbs office park developmen t. and h igh-technology developed post-Ig4S indu stry development) ~ link the new growth areas to the metropolitan area and to each oth er

~ provide a h igh level of access to Melbourne Airport from throughout its metropolitan catch­ ment

~ link most of Melbourne's major industrial areas to each other and to the ports. airport. and road and rail terminals

~ provide access to all major regional rail and high­ way corridors 11D1 5l I i I

~ with respect to the question of the long-term ~ management of road space to contain traffic need to investigate the upgrading oflinks in the increases on routes which are relieved of north-east lreferred to in the Linking Me/hal/me through-traffic, in particular Spencer Street, strategy), ensure that any study includes King Street, and City Road detailed and careful consideration ofall relevant ~ traffic reliefon certain central city and inner sub­ issues, close consultation with the community, urban streets for the benefit of local business, and assessment of net community benefit; for residents, pedestrians, public transport and the foreseeable future, any links will utilise exist­ streetscaping once through-traffic is removed ing roads and the Eastern Freeway under construction ~ rearrangement of public transport services within the central city and Inner Suburbs ~ assessing the feasibility of establishing circum­ ferential bus services in the corridor, and ~ improved local access and amenity

park-and-ride facilities where the corridor ~ integrating transport infrastructure and services crosses radial railway lines with land development in the corridor lfor exam­ ~ examining funding options, including private ple, the Casino, Exhibition Centre, Docklands sector and Commonwealth involvement. and Essendon Airport)

~ enhanced freight delivery arrangements within CITY LINK TRANSPORT CORRIDOR the Inner Suburbs.

The City Link project aims to divert through-traffic These proposals can be developed to complement away from the commercial, recreational, sporting, and enhance the Agenda 21 and other development cultural and residential areas in and around the cen­ projects and proposals within the corridor, including tral city, enhance access in the Tullamarine and the Casino, Exhibition Centre, sporting precinct, South-Eastern corridors, enhance access for non­ Southbank and Docklands. commuter trips to the CED and central city, and enhance the movement of goods. EASTERN (DONCASTER) CORRIDOR Tramporting Me/hal/me proposes a total transport and The extension of the Eastern Freeway, currently urban development corridor context to this major under construction, provides the potential for signif­ project, maximising its value by contemplating a icant improvements to bus operations in this range of proposed actions, including: corridor, the only major radial corridor in Melbourne ~ completion of the City Link project and related primarily serviced by buses. It is proposed to develop changes to existing roads and implement a total public transport package in this corridor to complement urban development and ~ streetscaping, traffic management and urban planning policies, including expansion of architecture on new entrance gateways to central shoppingtown and the City ofManningham's Riverif Melbourne, including Dudley Street, Punt Road, Life strategy for Doncaster Road ,which encompasses and Flinders Street streetscaping, land rezoning and other measures aimed at improving urban amenity and character.

Options include the committed facilities for express buses on the Eastern Freeway and its extension, the proposed bus park-and-ride facility in Doncaster Road adjacent to the freeway, bus facilities along Doncaster Road to take advantage of the road capac­ ity which will become available when the freeway is extended lfor example, a bus and taxi lane, upgraded bus stops, queuejump lanes, bus interchanges), bus facilities in Tho mpsons Road. improved bus access The development of this corridor would also inter­ and termi nal facilities at Shoppingtown as part of face with ot her strategies. in particular the th e centre's plann ed expansio n. and a re-examina­ developmen t of the Metrop olitan Orbital Transport tion of existing arrangements along th e freeway and Corridor (for example. development of park-and-ride bus routes to th e CBD.The package will be scoped facilities). and the extension of rail facilities to th rou gh a joint st udy by the Department of Craigieburn from Broadrneadows, Upfield or both . Infrastructure, City of Manningham, and VicRoads.

These developments are cons istent with the notion SCORESBY TRANSPORT CORRIDOR of a Metropolitan Orbital Transport Corridor (see The Scoresby Transport Corridor, from Ringwood to above). and as well as having intri nsic merit with in Frankston, is strategically located in one of the most thi s corridor. could be seen as a pilot stu dy for bus significa nt regions in Aus tralia's post war, car-based system development elsewhere on the Metropolitan suburban developments. The north ern and middle Orbital Transport Corridor route . for example. the parts of the corridor would form a significant part of Scoresby Transport Corridor. the Metropoli tan Orbital Transport Corridor.

An ind epen dent policy study for the Scoresby NORTHERN (UPFIELD) CORRIDOR Corridor has been initiated through the preparation The Government has announced th at the u pfield of an Environmental Effects Statement to: railway line will be retained . This was made possible ~ develop and assess integrated sets of transport as a result of significant operational cost savings and urban development options accrui ng from the reform agreement. which made the line economic to retain. and a commi tment to ~ investigate all economic. social. and environ­ providing publi c transport as the backbon e of this men tal factors . worki ng closely with the transport and land use corridor. commu nity through a comprehe nsive consulta­ tion process. However, given the lack of investment over the past decade due to un certainty regarding th e line's future. Th is process will be undertaken in the context of there is a backlog of rail infrastructure needs. This Living Suburbs and will incorpo rate the phil osophy of provides th e oppor tuni ty to develop an integrated the Metropolitan Orbital Transport Corridor to exam­ land -use and transport package which consi ders the ine integrated trans port and urban development total needs of th e corridor. inclu ding the balance options which include circumferential transport between competing needs for freight and passenger links to integrate th e established urban area. full con­ moveme nt and access. tram priority. bus access. sideration of all transport modes. and enha nced local access and amenity. bicycling and walking. links to nationa l and regional routes. The study is goods delivery. and links to the rail line. There is aimed at ensuring th at transport complements scope for an integrated package to encompass: desired urban deve lopment outcomes and that urban plann ing and policies supp ort existing and ~ upgrading of the Upfield railway (track, signals. planned transport facilities and services . stations. heritage issues). and service enhance­ ment (weeken d an d evening services. h igher frequencies)

~ a review of the Sydney Road corridor (road traf­ fic. access needs. pedestrians and bicyclists, trams, bus links to rail and tram, and so on)

~ integration with housin g and urban develop ­ ment (includ ing Commonwealth involvement, particularly at Broadmeadowsl. Notwithstanding its role as a component of the pro­ There are concerns regarding the adequacy of trans­ posed Metropolitan orbital Transport Corridor, the port capacity to meet short- and long-term demand Scoresby Transport Corridor is of strategic signifi­ between Melbourne and Geelong. As noted previ­ cance in its own right. The transport and urban ously, the economies of Geelong and Melbourne are development options have the potential to provide increasingly closely linked, while the Port of Geelong very significant benefits, including improved access and Avalon Airport are important facilities in the tojobs and services, improved livability and environ­ totality of the Port phillip Region - a factor that will mental sustainability. transport-user cost savings, gain greater cogency when the proposed develop­ high overal1benefit-cost ratios, flow-on effects to the ments at Point Wilson (East Coast Armaments regional and na tional economies, and reduced traffic Complex) and Point Lillias (chemical storage) are congestion and exhaust emissions. commenced.

For all of these reasons, Tramporting Melbol/me sup­ GEELONG CORRIDOR ports the recommendation of Freightway Melbol/me Geelong is both an economic and a social entity in its that a comprehensive, integrated rnultimodal trans­ own right and also, as a result of its proximity to port and land-use strategy be developed for the Melbourne, a component of a greater Port Phillip corridor between Melbourne and Geelong, including Region. Many of the strategies outlined in consideration of the fol1owing issues: Transporting Melbol/rne are directly relevant to ~ future road capacity in the corridor, including Geelong, including those that lead to improved both the existing Princes Freeway route (which access to the Port of Geelong and Avalon Airport (for has a high priority for upgrading as a national example, the Metropolitan Orbital Transport route) and investigation of other routes to give Corridor), commuter rail services, and the develop­ access between Geelong, Werribee and ment ofthe road and rail transport corridor between Melbourne Melbourne and Geelong, which also serves the rapidly developing Werribee growth area. It:! access to Avalon Airport, Port Lillias and Point Wilson There is a recognised need for early upgrading of the ~ capacity and safety of the Princes Highway in this level crossings on the railway line corridor. This should be considered by the Il3 future capacity for the passenger and national Commonwealth Government as a priority for fund­ freight railway, including standard rail links to ing as part ofthe National Roads Program. the Port of Geelong

The draft Freiglltway Melbol/me report cal1ed for a com­ II::! links to the West Gate Freeway and the prehensive study of land-use and transport Metropolitan Orbital Transport Corridor development options for this corridor, as part of its It:! planning for Geelong's future transport needs. objective of maximising the effectiveness of the Melbourne-Port phillip trading hub. The develop­ ment of National Rail Corporation services on the AIRPORT TRANSPORT CORRIDOR new standard-gauge link between Melbourne and Studies have consistently shown that a rail link to Adelaide is having effects on urban development in Melbourne Airport is a medium- to long-term need. the corridor, mainly as a result of the operation of The most cost-effective short- to medium-term pub­ level crossings. Commuter rail services in the corri­ lic transport facility to serve Melbourne Airport is dor (including Sprinter and other services from the peak time bus and taxi lane to be developed on Geelong and suburban electric services from the Tul1amarine Freeway as part of the City Link pro­ Werribee) are growing. ject.

However, in the longer term, travel demands and the need to ful1y integrate Melbourne Airport with the metropolitan area will lead to the need for a rail link to complement or replace this facility.Therefore. it is 4.3 Processes for prudent to investigate possible service and route options for an Airport Rail Link as a component of integration of the metropolitan heavy rail suburban system. and to transport with urban preserve all reasonable corridor options by amend­ development ments to relevant planning schemes. This investigation should include consideration of com­ In addition to realising the opportunities for integra­ plementary urban development possibilities. tion presented by investment in transport including the possibility of Essendon Airport rede­ infrastructure. commercial development and the velopment. planning of urban centres. residential. industrial and open space areas, it is important to develop effective processes and organisational arrangements to foster 4.2 Integrated activity integration of transport with urban development. centre and transport The key areas for action are the relationship between Transporting Me/boume and Living Suburbs. realising the interchange opportunities for integration presented by the for­ development mation of the Department of Infrastructure, and integrating transport requirements into State and Modal interchanges and facilities are key features of municipal planning policies and frameworks. an integrated, seamless transport service. and a focus for concentration of urban activity. The Government It is vital that Transporting Me/boume is implemented is reviewing retail centre policy, and in the light of in the context of Living Suburbs, in particular to: this, Living Suburbs has indicated that the develop­ 12 provide enhanced public transport services at ment of activity clusters will be advanced through a areas where redevelopment at higher density is focus on performance-based outcomes which give to be encouraged as part of implementation of a priority to transport access and the development of municipal strategies high-order service industry, through: 12 develop and review urban planning and design 12 integration of transport and land-use planning policies for the Metropolitan Orbital Transport around key regional shopping and commercial Corridor and Northern (Upfieldl, Eastern centres. universities. tram and train routes and (Doncaster) and Airport Transport Corridors as employment centres to encourage multi-purpose part of an integrated transport and land-use trips and the use of public transport facilities development package 12 preparation of a strategy to guide public and pri­ 12 develop the transport network in growth munic­ vate investment in activity clusters ipalities to facilitate access (for example. bus 12 establishment of new university campuses near routes and freight services) and develop strong public transport in growth areas (for example, links with the metropolitan area (for example. Sunbury, Berwick, Lilydalel through station location, extension of railway electrification. bus route development, 12 facilitation of the upgrading of railway stations Metropolitan Orbital Transport Corridor devel­ and transit interchanges in shopping, commer­ opment) cial and industrial areas

12 promoting and supporting programs to enhance and revitalise strip shopping centres.

( I ~ ensure a close relationship between Melbourne 4.4 Strategic focus and development in regional Victoria Toensure the integrated planning, development and ~ seek private sector involvement in and funding management of Melbourne's transport and land-use for infrastructure to service new developments. II systems, the strategic focus will be on: The establishment of the Department of Infrastructure, encompassing the areas of transport. INTEGRATED TRANSPORT AND LAND­ planning and local government. provides unique USE CORRIDORS opportunities to ensure the coordination of trans­ ~ Developing a Metropolitan Orbital Transport port with land-use planning and development. In Corridor - catering for the movement of people particular, opportunities include: and goods by public and private transport, and ~ the bringing together of strategic transport and integrated with urban development. land-use planning as a single focus within the ~ Developing integrated urban planning and trans­ Department of Infrastructure port packages to complement and add value to ~ the incorporation of the objectives and desired committed transport investments in the City outcomes of Transporting Me/bourne in the revised Link, Upfield and Eastern Transport Corridors. State Planning Policy Framework ~ Developing and evaluating, within a total inte- . ~ the development of integrated transport and grated transport and land-use framework, urban planning through preparation of munici­ options for the scoresby, Airport and Geelong pal strategies as part of the Government's Transport Corridors. planning reforms

~ the continued development of transport and ACTIVITY CENTRES AND TRANSPORT land-use strategies in close harmony. INTERCHANGES ~ Integrated transport and urban planning of (I) shopping and commercial complexes, universi­ ties and other activity concentrations, and (2) rail stations, modal interchanges, public transport and freeway interchanges - to achieve outcomes giving a priority to access and high-order ser­ vices.

INTEGRATED PLANNING PROCESSES ~ Implementing Transporting Me/bourne in the con­ text of Living Suburbs.

~ Integrating transport and land-use planning within the Department of Infrastructure.

~ Including the objectives and desired outcomes of Transporting Me/boume in State and municipal planning frameworks and strategies.

EI Map 1 Suburban rail, freeway and principal arterial road network

'~)F>:: Established urban areas Freeways (existingand committed)

-cr Primary Arterial Roads Suburban ElectrifiedRail Network

w i ~ ~ i ~ o 5'--__..;10 20 ~ UV1..J !'-- -'I 8­ ~ scale of kilometres " L- --L__----' --'-__--'-_.<..:c'-"O-"---'---"-~""_= __'

&15] I I Map 2 Bus, tram and light rail network

( \. .,-"

Legend

_ Tram network

'. ~ ~1 Established urban areas: serviced and connected by bus networks ~ Freeways andPrimary Arterial Roads

; ! ~ ~ o s'--__-i10 20 { UL...rLJ I'-- .....I scale of kilometres

~ '--- .L..-_--'--__'----_-'---~""'_"____l.___""__'=.:.:....L. __' Map 3 VJLine interurban rail services

Legend

VJUNE RAIL NElWORK

COASTliNE

o 25 50 100 200 ~L-__-l-----"-I scale of kilometres I CLIFTON HILL BUNDOORA CAMBERWELL

./ .../DONCASTER TULLAMARINE AIRPORT .' BOX HILL ......

CROYDON

FORESTHILL MELBOURNE

KNOX CITY

CHADSTONE

RICHMOND ...... MONASH ST. KILDA UNIVERSITY

GLENFERRIE

MALVERN DANDENONG Trip Destinations per Square Kilometre pel' Average Weekday SOUTHLAND • 12000 to 38200 (32) • 6000 to 12000 (192) II 3000 to 6000 (394) ~ 1500 to 3000 (446) Transport Zt1 300 to 1500 (665) Research Centre Car Trips per Square Kilometre per Average Weekday • 50000to 144000 • 30000to 50000 • 10000to 30000 t~ 2000 to 10000 111! 300 to 2000 Transport lJ all others Research Centre I L:J Map 6 Transporting Melbourne: the strategic focus 'I

,I

II

II PRIORITY CORRIDORS I FOR INTEGRATED . TRANSPORT AND LAND-USE PLANNING

Legend

Metropolitan Orbital Transport Corridor ® City Link Transport Corridor ® Northern(Upfield) Transport Corridor @ Eastern (Doncaster) Transport Corridor @) Scoresby Transport Corridor Airport Transport ® 0 5 10 20 Corridor LJLnJ I I ® Geelong Transport kilometres Gorridor

Planning transport and Integrated and smarter Melbourne: a national ~ Fuel economy land-use together transport transport hub !J Support for stringent nation­ [l Melbourne Orbital Transport 13 An integrated service [l Integrated network of freight al standards Corridor hubs (such as ports) and corri­ a Timetable and service coor­ a Match the OECD average dors [l Priority corridors for integrated dination for in-use fuel economy transport and land-use planning [l World-class electronic trading !J Integrated information and I3 Minimise vehicle emissions hub [l Integrated decision-making marketing ~ Reduce emissions of noise [l Quality freight infrastructure a Implement Living Suburbs !J lntermadal facilities and pollution at the source and Transporting Melbourne [l Strategic modal interchanges !l World-standard noise barri­ together The environment ers 1:3 Smarter transport management a Integrate transport and land­ [l Integrated transport and urban a Smoother driving through use planning in the a Real-time vehicle tracking planning improved traffic manage­ Department ot Infrastructure and control, user information ment and service coordination [l Moderating car travel growth !J Intermodal facilities ~ !J Encourage public transport Improved traffic and road- Transport reform: getting use management use the rules right !J Intel ligent transport systems !J Encourage cycling and walk­ ing [l National Competition Policy: [l Cycling and walking user-based transport reform a Develop urban activity cen­ !J Implemen t Victoria for Bikes tres !J Government to provide the strategy policy framework a Priority for high-occupancy ::J Improve planning and urban vehicles ~ Service providers to focus design for pedestrians on customers PUBLIC TRA NSPORT ENHANCEM ENTS, METROPOLITAN ORBITAL TRAN SPORT CORRIDORA ND LINKS TONATIONAL AND REGIONAL CORRIDORS

LaTrobe Valley Legend

Metropolitan rail upgrades • Strateg ic moda l interchange _ Metropolitan Orbital- an integrated transport and land­ use corridor North east access - using existing transport links for the foreseeable future

~ I II I~ National and regional road links Constru cted , under construc tion or committed Planned or under investigation o 5 10 20 Other principa l roads . existing ~ and planned kilometres National rail freight route

a Extend franchise contracts [! Public transport : a mode of ~ Improved services : quality n Continuous linked road system to all buses choice and frequency :J Continuous principal road :J Consider separating infra- Central and inner areas OJ Extension of NightRider ser­ network structure management from vices ~ Higher frequencies ~ Compleme ntary regional operations OJ Eariy provision of services in networks ~ Extended hours [! Working with other governments growth areas I:: Safe and effective main roads ~ Quality service n Encourage local government 5J Taxis: a world-standard ser­ OJ Upgrading two-lane main to take an enhanced role in ~ Upgrade central hubs vice roads to multi-lane roads in transport ~ Tram links :J Accessible transport outer areas J :J Encourage Commonwealth Middle and lringe subu rbs :J Safety black spot program U support for Victoria's trans- and asset renewal port infrastructure ~ More trunk buses Roads: a linked syste m ~ ~ More local buses [! Metropolitan Orbital Transport Corridor An Inlegrated Transport Investment Public tra nsport ~ Rail-bus coord ination Appraisal Framework will help enhancement El Continuous road links where determine which projects proceed OJ Quality service justified by environmental n Rail and tram systems and what the priorities will be. ~ Rail extensions studies n New-generatio n trains OJ Premium Stations n National and regional links :J Rail extensions and bottle- n Bus strategy : facilities and ser- ~ Regionai and national links neck removals vices to the Metropolitan Orbital :J Airport rail link reservation Transport Corrido r a On-road priority : orbital and :J New tram links other routes OJ Freightway Melbourne road routes OJ Modal interchanges Map 7 Multimodal transport and land-use corridors

MulU-m odal transport - land use corridors

~ City link transport corridor

~ Northern (Upfield) transport corridor

~ Easlem (Doncaster) transport corridor ___ Scoresby transport corridor

National, regional and other principal roads Construc ted/under construc tion/committed Planned/under investigation

l+l-H Heavy rail lines: electri fied services

." '''''~ Established urban areas Urban groWIhareas

Manufacturing & producli on concentrations w !;< ~ ;;; :; i o 5 10 20 f LJ1.S1J~-i:....I -----.JI I!. scale of kilometres ~ '--- --L- --=:= :e.-.x.:...;,;:...::...::..:.::.L-__---.J Map 8 Metropolitan Orbital Transport Corridor

Legend

~ Metropolitan Orbital Transport Corridor ..... ogl<&lodlroo..~U$lIcorma • Pl.qIIoardguxbrn;mrrenl .Pubi:;aOOprl-o'li!'~nnIos ~ x x NoI:lhoastillXtl$S·usWtg~1r.nsport1inla 'tl"y .... IoftllQk:n5llGabloJhItn:~hlunlSUdykl """"nncon~alIl~moo,afdc;amu1ily...... Heavy raUlines t-+++ Existing electrified service H -+.. Futureelectrifiedservice National, Regional and Other Principal Roads Constructed/under consiruclionicommllied Planned/under investigation Possibletransportinterchange(park& ride)

Establishedurbanareas Urbangrowthareas ~ Manufacturing & productionconcentraftona

.... Airport (main), airport (other) g ...~ Internationalharbour,other ports IE ~ ~ ~

! o 5 10 20 L.fULJ~--i!=------.JI scale of kilometres iL- ...l..- ---""="--L...c::;= _' Map 9 Public transport enhancements for the Central Region and Inner Suburbs

Legend Public Transp ort Enhancement and Integration I Tram _ Considerimprovedservices(higheroffpeakfrequency, longerhours)

"'''''''' Investigate network extensions Train Consider improved services in Klnor are as - hi900r frequeocy ,lime(able tree services

Consitlcr improvedecvces in ooIl!f"areas - higher dlpeak lreqooncy. extended hours

Investigate bollJeneck removal projects

Investigate Flinder s Street and Spencer Street stations upgrade: linked10FederationSquare,DocIdands andSoulhbank

Northern (Uplield) transport-land use corridor * - Upfieldrail tinaupgrade - Review Sydney Road tram services - Housing/urban development r>. Eastern (Donca ster) transport corridor· enhanced mc:iaJand local bus services (includ ing freeway express bus services and park and ride) a:'" Strategic nodes and Interchanges: possible sites w Z ..... Raill8U5 Z 8u!il8us dJ «Z • RaiVfram a: rg.?~- • Manufacturing & production concentrations ~ .2 ~ ArteriaJroads <5 c. E .!!! @ '"'"c. 0 10 .§ scale of kilometres -2'" Map10 Public transport enhancements for the Established Middle Suburbs and Fringe Areas

{ .J "" """I"'·

( /J ,/' _'~ ' _-' ~ ' J-V- .l' .r "(

Legend Public Transport Enhancement and Integration

Roll I-i-to ceeicerIfTtllOVllI1 sevees Inoolcraleas - l!xl laollpcakSefVtcQS,cx Jondcdevl! nln(lilntJwt'C~enl1sl)lvlces t++ Omskler lmprmooSl'fVl:US In Innp' :lfoas - hlltH.'!' Iwqtllll)::y,lInlolaljo nee sccvee5 Ii!@j lnvostl{fltobolUl'm.cl: foolDvalp ro[oos io9>+ lnvoslJgalonotwOlkellJCllllk:lIlloooxlonsions Bu. ~: -In IOl<:ooneclorJ,molOtlrocl ,lrufll

• Bussowces m moItoJlO"an a bilal lHmspod conklor . Dcmanl1re!{looslwlocalservk;cs · 5eN lccs lnlll!Jla! C1 U'Iill h raU • scvcos [a rail anl.lbusmodal llllcrch;mges · EaIJyprom lon d sorvicosll'l glow1.n ll lUllk:lpall lf!S

Y/./. EnlIancedreuar eno 1oc0ll seracee In Oco:as!1!{C~ lkl(( (lncllldlllgII01lW

"" ; Ma rqll'llnan Obllal TI:wlSpClI COllloor -enrercems eeoe es - 11l1 «el\an!]ll wnlJ ral

Straleglc node; and interchanges : possible t iles

• RaJLotluSJCar(UblaI) (IrDJdlnDPark·and·RlOOI A R ~JBus

• BI.Is;Bus

~ 3 ~ ~ ';.

o 5 10 20 LrLn.J ,<------'I scale 01kilo metres i"L- -'-_---'-\ __--'-_-'--""'='--=~"""'-'___'___-' Map 11 National and regional corridors

' , .~"..n

Legend National andregional roadcorridors: 1'J:8.

5.1 Public transport in [for example. neighbourho od school or more distant central school. and concern about securi ty for chil­ the future dren on the way to and from school)makes this issue As demonst rated in Section 3.1.Melbourne has a very a complex one in which transport often has little extensive public transport network, and it is impor­ input. but where transport has to provide the ser­ tant to maximise the advantages which this offers. vices wh ich result from th e interplay of th ese There is an opportunity to enhance public transport factors. in some travel markets to the extent that it can More intensive land use and provision of a greater become a mode of choice, to meet higher patrona ge range of hou sing choices have the potenti al to stim­ levels, and contribute to Melbourn e's livability and ulate public transport usage in the central area and environmental quality. transport-rich Inner Suburbs. This is an important The data and discussion in Section 3 point clearly to component of Li lJillg Suburbs. which noted that the the following prime markets for public transport: Government will work with local government and the private sector to identify suitable sites for resi­ ~ mass markets . particularly radial travel to the den tial redevelopment. and in par ticular to central city and along radial corridors encourage higher density development along tram ~ services for those who cannot provide their own routes and near railway statio ns. These initiatives mobility, including students are important in the realisation of the public trans: port enhancement strategies outli ned in Section 3 ~ a fall-back mode for those temporarily without for the central and inner areas. access to a car Local. demand-responsive public transport services ~ services to people from out of town . including will be of increasing importance if public transport is tourists to cater adequately for local travel and the increas­ ~ services to special events , such as major sports ingly dispersed distribution of trips ends. This will functions. require innovative thinking, new techn ology, and a In addition, travel in strategic non-radial corridors breakdown in institutional barriers which would where there is a concentration of urban develop­ preclude their introduction. ment, and local travel. may offer significant growth Community buses. which are typically run by local potenti al. The market for publi c transport will governmentoutside the scope of regular public trans­ change in the light of the demographic. economic port services. fulfil an important function.They serve and technological trends described in Section 2. a variety of purposes, including services for the Work trips will remain an important public transport elderly. community use of school buses.health trans­ market. especially for the central area.However. port services. meals-on-wheels. local access services. most job and activity growth in the futu re is likely to and self-help transport projects. The Department of be in suburban areas and in service industries, while Infrastructure, under its general responsibility for there will be an increased incidence of part-time administration of public transport services.will move work. shared work. shorter working hours. itinerant to act as a facilitator of such services. work. and home -based services. The demographic. economic and lifestyle changes school trips are a key public transport market These dis cussed in Section 2 will produce significant trips have resource implications for service providers changes in the demand for public transpo rt services. and potential peak-period congestion impacts if chil­ These create both challenges and opportunities for dren change from public transport to private car. The the public transport system, and call for new market interaction between transport policy, education pol­ strategies and newways of operatin g traditional pub­ icy (for example. sch ool closures and the lic transport technolo gies. This will require: consolidation of several campus es into onel. and broader community issues such as choice of school II

~ capitalising upon the very extensive tram. light modest increases in the car-dominated established rail and train infrastructure which Melbourne and outer suburbs. has inherited. to better cater for traditional cen­ Allowing for this. if the initiatives proposed are tral city-based travel, emerging radial travel to implemented, Transporting Me/boume envisages a inner and middle suburbs. and services to the patronage growth of up to 50 per cent over IS to 20 outer growth areas years. This represents ~ significant break from past ~ a greater emphasis on local travel (especially to long-term trends. but is not unrealistic in the context cater for the transport disadvantaged and to of the future urban form envisaged in Living Suburbs. serve as a backup mode for other travellers) and is supported by recent patronage growth result­ ing from service enhancements and improved ~ a greater emphasis on suburban travel, especially reliabil ity. to major regional centres The public transport initiatives proposed in ~ more emphasis on the need for better-integrated Transporting Me/boume are summarised in Map 9 (page services and links with other modes to provide 48) for the Central Region and Inner Suburbs and flexibility and a high level of service Map 10 (page 49) for the Established Middle Suburbs ~ provision of better facilities for bicycling and and Fringe Areas. The individual modal components walking. including enhanced pedestrian access of the strategies are reviewed below. to public transport modes and car parks ~ a focus on public transport as the mode ofchoice 5.2 Suburban rail for special events. including access to the sports and Entertainment Precinct (Melbourne Cricket NETWORK DEVELOPMENT AND Ground. National Tennis Centre . Olympic Park). INFRASTRUCTURE the Grand Prix. the Melbourne Cup and the Royal For the suburban rail network, the major task is to Melbourne Show provide for longer-distance travel to and from estab­ lished and growth areas. principally for trips ~ a focus on tourists as a travel market with partic­ generated by the central area, but also for trips gener­ ular needs and opportunities. ated by centres along the rail corridors. Modelling studies undertaken by the Environment This latter need is likely to be particularly cogent in Protection Authority (EPA) and VicRoads have sug­ the case ofthe south-eastern suburbs, where the dis­ gested that. in the absence of strong policy tance from the developing Cranbourne and initiatives. public transport will maintain its share of Pakenham growth areas to the central city is of the the total person travel market - that is. a growth in order of 50 kilometres, and a better policy from a total public transport demand of 20 to 30 per cent transport. economic. or environmental viewpoint is over a twenty-year time frame could be expected. to provide intervening opportunities for work and However. Transporting Me/boume represents a commit­ other activities. Rail services in this corridor should ment to an improved public transport system therefore be designed not only to serve central and encompassing a major program of investment. ser­ inner areas, but also to serve work and other activi­ vice enhancement. structural reform and integration ties along the rail corridor in the Cities of Greater across all its modes (train. tram. bus, taxi, and inter­ Dandenong and Monash. modal services). This commitment would. it is By contrast. rail services to the Central Region from expected. lead to an increased mode share for public the relatively close western and northern growth transport which would be significant in those mar­ areas (which now accommodate about half of kets where public transport could be expected to Melbourne's population growth) should be encour­ substantially increase its patronage from higher ser­ aged. The development of a rail link serving vice levels (especially in the Inner Suburbs) and more Melbourne Airport is consistent with this approach and with Melbourne's development as a capital city of world standing. Rail also has an important role in A joint Department of Infrastructure-Public supporting the tram and light rail network to provide Transport Corporation Task Force is proposed to for shorter-distance movements within the Inner identify the nature and location of bottlenecks in the Suburbs. rail network which constrain capacity or limit ser­ vice levels, and develop options for their treatment. With implementation of the reforms proposed in In addition, the Task Force would consider exten­ Transporting Me/hal/me, rail service providers will have sions to the electrified suburban network in concert commercial incentives to develop services for these with metropolitan development. including and other customer needs. However, the social and Sydenham, Somerton, South Morang, and environmental implications of very-long-distance Cranbourne East. commuter trips need to be considered in the context of overall metropolitan development. Rail network Special consideration needs to be given to the rail development must therefore recognise the potential corridor through Flinders Street station and railyards of rail services to encourage fringe development, and in the light of options for the development of should therefore not extend beyond the limit of cur­ Federation Square and extension of Melbourne Park rent and committed urban development. Network between the Square and the National Tennis Centre. expansion will therefore focus on capacity and ser­ There is an opportunity for a fundamental rationali­ vice improvements in the Werribee-Geelong, Melton, sation to provide a greatly reduced number of tracks Sydenham-Sunbury and Somerton-Craigieburn (which would be through-running rather than termi­ growth areas, including, initially, possible extension nating in the railyardsl. resulting in a major of electrification to Sydenham, Somerton, South improvement in on-time running, and freeing up Morang and Cranbourne East, and the provision of land for further development. including a Melbourne new stations as part of the development of the Park extension. growth areas. Similarly, capacity expansion in line These improvements need to be developed as part of with growth will be necessary in the Cranbourne and an integrated package which also considers future Pakenham growth areas, but with supporting land­ service requirements, rolling stock. and control and use policy aiming to develop major generators in the information systems. Therefore, they are closely cities of Casey, Greater Dandenong and Monash. related to decisions concerning the replacement of This growth will create some bottlenecks in terms of the Hitachi trains when they reach the end of their capacity and ability to provide adequate line speed economic life. The complex interaction between (especially at junction areas), leading to a require­ vehicle type (for example, double- or single-deck ment for additional track. junction redesign and vehicles), infrastructure configuration (for example, upgraded signalling. locations include: capacity of junctions, signalling!. and customer needs requires an integrated assessment to deter­ ~ South Kensington to Richmond, through mine the optimum outcome. Such an assessment Flinders Street and the viaduct would also include an examination of funding I::! Newport to laverton options, including the scope and nature of private Il:::! Kensington to Broadmeadows (particularly in sector involvement in financing.

the context of any possible use of this corridor A joint Department of Infrastructure-Public for a futureAirport Rail Link) Transport Corporation Task Force is proposed to

[:! Keon Park to Epping develop and evaluate options for replacement of the Hitachi trains, including: ~ Box Hill to Ringwood

IG Caulfield to Cranbourne n::::! isolated sections of single track. which can cre­ ate reliability and service problems. ~ projection of demand levels, travel patterns, and KEY HUBS AND NODES customer service sta ndards over a 30 ' to 4o -year Flin ders Street Station is th e hub of the suburban horizon passenger network and a key to the efficient opera­ ~ establish design criteria an d sys tem perfor­ tion of the whole system. There is scope for a major mance sta ndards for new rolling stock - for upgrade of th e stati on and changes to train opera­ example, speed, passenger comfort. appearance, tions to and through Flinders Street, which could reliability and security provide significant benefits for the network as a whole. A detailed review of options is being under­ ~ evaluate an integrated set of options incorporating: taken, and subjected to economic, financial. and 5J new trains (high speed, modern appearance, customer evaluation, this will involve: opera tor-passenger communication , reliabil­ ~ providing a high-quality passenger information, ity, double- verslls single-deck, involvement service and wait ing environment, accentuating of Australian ind ustry) heritage as a positive feature - the Government 5J infrastructure upgrades and mod ification s has committ ed to a $23.8 million upgrade of (bridge and platform clearances, turnouts, amenities at Flinders Street Station switches, overhead power supply and the ~ re-arranging suburban train operations in lin e like) with potential track rationalisation to mak e 5J service frequencies (which affect train size) more efficient use of platfo rms and to provide more reliable services, 5J financing opt ions. ~ providing a bus te rmina l at th e planned A significant lon ger-term initia tive relates to the Fed eration Square (on th e oppo site side of need for heavy rail access to the Melbourn e Airport Swanston Street) to assist in enha ncing Melbourne's role as a global city. The Government has announced th at a h eavy ~ asse ssing th e desirability of relocating the termi ­ rail corridor will be reserved so as not to preclude nal for selected int erst ate and VlLine services future private sector developmentof a link. There is a (including the Indian-Pacific and Ghan services, need to identi fy route options, and evaluate and and a possibl e Melbourne-Sydney service) from establish a reservation th rough amendments to the Spencer Street to Flinders Street to create a rail planning sche me. passenger hub, as part of the development of Federation Square. Implementation of rail access to Melbourne Airport could have major implications for the Northern The role of Spencer Street Station would change as a Group of rail lin es (Broadrneado ws, Upfield and result of th ese proposed actions. In concert with ' Epping) with respect to services and extensions to development of th e Docklands area, the y would urban growth areas. Transporting Me/hal/me proposes make it the hub station for the western end of the that a comprehensiv e tran sport and land-use corri­ CBD. Passenger facilities and access will need to be dor study be undertaken to address these issues (see upgraded to a level commensurate with that devel­ Section 4.1). opment. Spencer Street Station would cont inue to be a major stopover for country and inte rstate passen­ gers.

ASSET MANAGEMENT Ongoing rehabilitation and renewal of rail infrastruc­ ture is essential. to ensure th at th e system can continue to provide reliable, safe and effective ser­ vice. The METROl train control technology is now quite old and system breakdown would severely dis- rupt train control. so a major upgrade will be neces­ ningbenefits currently available only at peak periods. sary in the near future. This will be linked to an Integration between these services and the non­ improved passenger information system, providing express, inner suburban services described above real-time information at railway stations, and will would provide a comprehensive metropolitan wide take full advantage of modern features which will rail service. enhance the efficiency of the whole train network, such as automated route setting, fleet management. timetable optimisation and maintenance schedul­ 5.3 Tram and light rail ing. Other renewal and rehabilitation projects within NETWORK DEVELOPMENT AND an overall asset management strategy include work INFRASTR UCTU RE on track and signalling equipment, level crossing The tram and light rail network is mature and exten­ safety and replacement, and a strategic approach to sive; Melbourne has the largest tram network in the system safety and security. world outside Europe. Nevertheless, there is scope for expansion of the network, including: SERVICE ENHANCEMENT ~ as partof a program of integration ofservices or in Very significant improvements have been made association with development projects, such as recently in the efficiency of operation of suburban Southbank, Docklands, major commercial devel-, rail services, such that it is possible that extra ser­ opments, and large-scale urban redevelopment vices can be operated in off-peak hours with all or most of the marginal costs of such services being ~ to serve more logical destinations as part of a fully met from fare-paying passengers. This means more integrated overall public transport system; that there is potential to run more frequent services possibilities include Mont Albert to Box Hill, during the interpeak weekday period, at night, and at East Malvern terminus to East Malvern Station weekends. They will concentrate on providing a (and possibly Chadstone), Port Melbourne to more frequent (for example, 10 to IS minutes or bet­ Station Pier, and relocation of track near terl service within the public transport-rich inner Highpoint Shopping Centre in Maribyrnong. suburban area. In addition to the commitment to Consideration will also need to be given to the next operate the City loop on Sundays. extended hours of generation of rolling stock, when the current fleet operation will be considered as part of this service ends its service life. This will need to include provi­ enhancement. These changes, allied with a similar sion for low-floor vehicles and facilities at tram strategy for the tram system, would be aimed at pro­ stops to cater for people with disabilities. In particu­ viding both the image and reality of a high level of lar. when the need to refurbish the Z-class tram fleet service within this inner area. with the objective of arises (within the next 10 to 20 years). options for making public transport a mode of choice for many evaluation will need to include replacement with trips within that core. The commitment to abolition new low-floor vehicles. of the Met summer timetable and to operation of only two timetables (weekday and weekend-public holidays) will make a major contribution to a higher frequency service providing customers with greate r certainty and confidence.

For longer distance services, the provision where possible of trains running express through the inner suburban area would provide an enhanced level of access between major generators in the central area on the one hand, and middle and outer suburban areas and growth areas on the other. In essence, this would extend to off-peak periods the express run- SERVICE ENHANCEMENT 5.4 Re-inventing The strategy for the tram and light rail system is Melbourne's buses again to offer a higher frequency of service off-peak and at evenings and weekends. where the patronage BUS NETWORK DEVELOPMENT AND generated by these services generates revenue to INFRASTRUCTURE cover a11 or most of the cost of the higher level of ser­ Development of Melbourne's bus system as partofan vice. In addition to the summer timetable abolition integrated transport system requires a re-examina­ and the two-timetable policy (weekdays and week­ tion of the role of buses. Hitherto. buses have been end-public holidays). the aim is to extend to much of considered essentia11y as a local service and a feeder the tram network services which operate at ro­ to rail services. While these are important functions minute headways or better (that is. timetable free which must continue. there is scope in some corri­ services, which are sufficiently frequent not to dors to consider buses as a primary trunk service. require passengers to use timetables). and to extend with the intention of giving buses a higher profile the hours of operation at evenings and weekends, and a greater role in an integrated public transport particularly in areas and along routes which are rede­ system. veloped at higher urban densities. Development and management of the road network Revenue will increase as a result of recent efficiency will need to take account. where appropriate. of the gains resulting from the reform agreement. the bene­ opportunities for enhancement of the effectiveness fits of which will accrue from the Automated ofbus services. In addition to the bus and taxi lane to Ticketing System. patronage growth which would be be provided on the Tu11amarine Freeway as part of expected to fo11ow service enhancements. and fur­ the City link project. Transporting Melhal/me proposes: ther reforms to provide incentives for operators to ~ the development of an integrated bus strategy develop customer-oriented services which will lead for the Eastern (Doncaster) Corridor. based on to market growth. The feasibility of funding signifi­ bus lanes on the Eastern Freeway (including the cant improvements in frequency across much of the extension currently under construction), bus tram network will be determined. and these service lanes and facilities on Doncaster Road and enhancements will fo11owwhere financia11yfeasible. Thompsons Road. easier bus access to Doncaster A11ied strategies. given that many tram services oper­ Shoppingtown and the development of a bus ter­ ate on-street. need to be directed towards minal. and bus park-and-ride facilities in the enhancement of. and a degree of priority for. tram corridor and light rail services in road system management. ~ the provision of bus services within the pro­ This will include such aspects as extension and posed Metropolitan Orbital Transport Corridor refinement of the Fairway system. and further incor­ poration of tram priority within VicRoads' Urban ~ the development of an on-road bus priority pro­ Traffic Management System (UTMS) traffic signal gram based upon giving a measure of priority to system. and linking the tram Automated Vehicle buses, particularly at congested intersections

Monitoring (AVM) system to UTMS. ~ road network development in newly developed areas laid out in such a way as to facilitate bus operations; urban development patterns would be designed with this as an explicit design para­ meter

13 establishment ofa rolling fund so that short sec­ tions of road in developing areas can be provided earlier in order to provide route continuity for road users !including buses). the funds to be recouped from the developer of that parcel of ~ Extension of NightRider services - the land when it is developed Government has announced that seven-day ser­ ~ high-standard bus facilities within a network of vices will be encouraged. and that the provision strategic transport modal interchanges of services to additional destinations will be investigated. NightRider services will be inte­ ~ development of standards for bus facilities to be grated within a multimodal system, with bus provided as part of commercial and retail centre (and in some cases, tram) services providing an development. all-night service. These services will continue to be provided with mobile phone systems, to SERVICE ENHANCEMENT enhance security and facilitate car and taxi con­ A major review of bus services. operations and facili­ nections. ties will be undertaken in conjunction with these ~ Provision of bus services in growth areas from infrastructure developments. This will include a the commencement of urbanisation, with the detailed examination of: aim of reducing car dependence. If public trans­ ~ An increased network of trunkbus services using port is not available early, car travel is likely to Melbourne's grid ofarterial roads to provide easy become the norm, and long-term public trans­ connections between east-west and north-south port patronage will be very difficult to achieve. services. These may extend beyond the area of This strategy will be pursued through a cornbi-' operation of any single operator, and will com­ nation of developer contributions (negotiated plement the rail. tram and light rail system to with local government) and incentives within provide an integrated trunk public transport sys­ franchise-based service contracts. tem wi th enhanced customer information systems. They need to be developed with a clear 5.5 Pub ic transport: a marketing objective, but will likely focus on sig­ nificant generators in the Established Middle mode of choice Suburbs and perhaps the designated growth The foregoing disc ussion of the individual modes areas . such as regional shopping cen tres, univer­ and the outline of broad regional strategies in sity campuses, and commercial districts, and Section 3 highlight the opportunities for public with strategic modal interchanges to provide transport in Melbourne to become a mode of choice, better bus-to-bus and bus-to-rail integration. that is a form of transport for which travellers make [:! Innovative services to meetlocal needs, to better a positive choice because ofits strategic advantage in accommodate short distance trips an d the more serving specific transport markets. and because it complex, multi-purpose, multi-destination trips offers a high-quality service. which now exist. For the bus sector to take The following strategies are based on: advantage of this opportunity, a greater empha­ ~ sis on demand-responsive services. new the strategic advantage for public transport in technology in communications and bus design Melbourne's Central Region and Inner Suburbs, (for example. smaller buses),and innovative mar­ including a substantial current mode share, keting are needed. Contracts with operators extensive fixed rail infrastructure and a strong would be structured so as to encourage a prime central hub

customer orientation and reward them for grow­ [:! the potential for much improved services in the ing their markets. of which the local market is middle and fringes suburbs through a combina­ perhaps the most significant. There is a need to tion of reforms, better use of buses, improved involve local government in identifying and sup­ coordination and network development. porting the development of such services. CENTRAL REGION AND INNER El redevelopment of Flinders Street station to SUBURBS enhance the role of Victoria's premier trans­ Subject to financial feasibility, the strategy is to port hub and to complement the develop service standards and facilities for the pub­ establishment of Federation Square and the lic transport operators in the public transport-rich emergence of Southbank as a new city focus central city and Inner Suburbs aimed at making pub ­ - the Government has committed to an lic transport the mode of choice by (Map g, page 48): investment of $23.8 million to improve pas ­ senger amenities ~ higher frequency of services, including timetable-free tram services (aiming for 10­ ~ provision of a high-quality passenger infor­ minute headways or better), with particular mation, service and waiting environment focus on higher-density development corridors, accentuating heritage as a positive feature

and on rail and tram services to, from and within 5] re-arrangement of suburban train operations the central city - abolition of the Met summer to make more efficient use of platforms at timetable which reduces services during Flinders Street, to provide more reliable ser­ December and January has been announced; vices there will be only two timetables, weekday and ~ weekend-public holiday providing bus and coach facilities at Federation Square ~ extended hours of operation, including week­ ends and late night services, extended 5] assessing the cost-effectiveness of relocating NightRider bus services, and selected all-night the terminal for selected interstate and NightRider tram services V/Line services (including the Indian-Pacific and Ghan services, and a possible ~ integration of services, as outlined above Melbourne-Sydney service) from Spencer ~ integrated marketing and passenger information Street to Flinders Street to create a rail pas­ services senger hub, as part of the development of Federation Square ~ incentives for operators to grow their markets and provide services even better than the mini­ 5] redevelopment of Spencer Street Station as mum specified in their service contract part ofthe Docklands development

~ development of transport interchanges at key ~ expand and enhance the public transport infra­ inner suburban nodes structure in the central city and Inner Suburbs by extending the tram and ligh t rail network in ~ a commitment to running train services through the Docklands and Southbank, and infilling the the City Loop on all Sundays, commensurate tram network. with shopping and other activities taking place in the central city, has been announced ESTA BLI SH ED MIDDLE SUBURB S AND ~ upgrade Flinders Street and Spencer Street FRINGE AREAS Stations as world-standard central city passen­ There is an opportunity to develop a comprehensive ger interchanges, commensurate with their public transport service package for the Established pivotal role in both the State's public transport Middle Suburbs and Fringe Areas (with a special system and central city development, including: focus on buses) based on enhancement and integra­

tion of bus and rail services (Map 10, page 4g), including:

~ establishment of minimum service standards for the public transport operators in these areas I!! incentives through the franchise-base d contract I!! extension of the heavy rail network by electrifi­ system for operators to grow their markets and cation to Sydenham. Somerton. South Morang. provide services even better tha n the minimum and Cranbourn e East. specified in thei r service cont ract I!! development of trunk bus services in major corri­ 5.6 Accessible transport dors . services I!! encouragement of local mini-bus and demand Transport must be accessible to all members of the responsive services community. including people with disabilities. The I!! integration of rail. bus and taxi services Government is committed to impl ementat ion of I!! introduction of bus services at an early sta ge of national guidelines for accessible transport. wh ich land developm ent. to provide a publi c transport specify minimum standards of access to public alterna tive to the purch ase of a second car transport by persons with disabilities. subject to the outcome of market analysis and costing stud ies I!! developer contributio ns. via local government. being und ertaken by the Commonwealth Atto rney­ to bus services and facilities in new develop­ General in consultation with Sta te Transport ments Ministers. I!! circum ferential bus services on the Metropolitan All new franch ise-based bus service contracts will Orbital Tran sport Corridor. and park-and-ride require that service providers comply with these stations where the corridor crosses radial rail national standards being developed under the aus­ routes pices of th e Australian Transport Council. These will I!! development of transport interchanges at key to ensure that all route bus services are progressively suburban nod es. as outlined above made fully accessible.

I!! additional Premium Stations - establish ment of The Government has recently announced a study to

a further 10 such stations has been announced. investigate the feasibility and affordability of mak­ to be located in middle and outer areas ing existing trams more accessibl e for people with disabilities. including those who use wheelchairs. I!! preparation of a strategy to guide public and pri­ vate investment in activity clusters. includ ing Due to their flexible door-to-door mode of operation. guidelines and requirements for publi c transport taxis play a significant role in th e transport of people facilities and access with disabilities. Through th e Multi-Purpose Taxi Program (MPTP) the Government provided subsidies I!! integrated marketin g and passenger information totalling $23.7 million in 1994-95 for 4.7 million trips services taken by 145.000 people.This included trips taken in I!! for the rail network. subject to financial feasibil­ a special fleet of 86 wheelcha ir-accessible taxis oper­ ity. developm ent of minimum service stand ards ating in the metropolita n area . Propo sals are to be provided by operators. featuring hi gher off­ well-advanced to establish a central booking service peak frequencies and exte nded evening and for these taxis to improve service responsiveness and weekend services - increased weekend and coordination. evening services on th e Cranbourne railway line have been announced; abolitio n of th e Met sum­ mer timetable which reduces services during December and Janu ary has also been announced; there will be only two timetables. weekday and weekend-public holiday 5.7 Taxis ~ ongoing enhancement of Melbourn e's tram ser­ vices. including the City Circle tram service. with Taxis provide a flexible. demand -responsive publi c consideration being given to pot en tial exten ­ transport service. and over 30 million trips are car­ sions as part of the Southbank an d Dockland s ried each year. Although this is a relatively small developmen ts prop ortion of total travel. taxis perform esse nti al functions in servicing critical transport markets in ~ development ofthe tram museum at the historic the areas of tourism. busin ess travel. and entertain­ Hawthorn Tram Depot ment-related activities (particularly thos e involving ~ es tablish me nt of a world-class transport alcohol wh ere car driving is unacceptable).Taxis also museum at Docklands - th e Government has provide vital tran sport options for people with dis­ announced that expressions of interest will be abilities and people withou t access to a car,and serve sought for th is facility as a back-up in emergency situati ons. ~ potential for water taxis and similar services on The Governme nt has recently und ert aken a compre­ the Yarra River hensive program of reforms aimed at creating a ~ access to th e Casino . Melbourne Cricket Ground . world-standard taxi service for Victoria. Initiatives National Tennis Centre. Albert Park. and oth er include a distinctive livery. higher standards of vehi­ tourist and major-event destinations cle and driver presentation. improved training and greater security for passengers and drivers. ~ a tourism experien ce near Flinders Street Station. including tourist-oriented rail services Melbourn e taxis lead the world in the development (related to possi ble consolida tion ofthe termi nal and application of soph isticated techn ologies. includ­ for some or all interstate and regional rail ser­ ing computerised dispatch systems,satellite tracking. vices from Spencer Street Station to Flinders and the trialling of electronic payment systems. Street Station) . Taxis complement the other publi c tran sport ser­ Melbourne's train and tra m infrastructure and vehi ­ vices and emphasis will be placed on further cles are an important part of its heritage. There is a dev eloping specialist market niches (such as herit age fleet of vehi cles which provides a special tourism) where the y are best placed to serve. and on experien ce for Melburnians and visitors from inter­ ensuring effective integration with oth er modes as state and overseas. A good example is Puffin g Billy. part of an integ rated public transport system. whic h run s on its own track in the Dandenong Ranges. However. a valuable collection of steam 5.8 Heritage and tourism locomotives. heritage carriages. and electric trains and trams also run s on the metropolit an train and An accessible, safe. user-friendly transport system is tram networks. It is important that subs tantial parts of particular value to Melbourne's and Victoria's of this network remain availabl e for long-term her­ tourist industry. Many of the strategic directions itage vehicle operations in ord er to continue a outlined elsewhere in this document are of direct valuable contribution to tourism. edu cational and value to tourists, including those related to informa­ en ter tai nmen t activi ties. It is important th at tion systems. ticketing. taxis. safety and security. Melbourne's exte ns ive legacy of heritage public and access to Melbourn e Airport and regional and transport buildin gs such as station buildings and interstate links. In addition, th ere are stra tegies tram sh elters be preserved wherever possible, ideally which have particular value to tourists and which as part of the ongoing operat ions of the metropolitan need to be highlighted as such. including: system. 5.9 Strategic focus BUSES I::::! Providing improved infrastructure, including: To ensure that Melbourne's public transport delivers on-road priority measures (for example, bus a high-quality service, realises its full potential in lanesl as part of the Metropolitan Orbital markets where it has a strategic advantage, enjoys Transport Corridor (for example, in the Eastern continued increases in patronage and is operated at Corridorl and on major bus routes; and high-stan­ optimum efficiency, the strategic focus will be on: dard bus provision in modal interchanges and as part of activity centre and other urban develop­ PUBLIC TRANSPORT: A MODE OF ment. CHOICE I:::! Improving services through incentive- and fran­ I:::! Implementing a Central Region-Inner Suburbs chise-based contracts, including trunk services, Package, including: innovative local services, extended NightRider El higher frequencies and extended hours of services and early provision ofservices in growth operation areas .

El contract incentives for quality service and market growth ACCESSIBLE TRANSPORT

~ El upgraded interchanges and networks. Implementing national guidelines, subject to . market and cost studies by the Commonwealth ~ Implementing an Established Middle Suburbs­ Government, and ensuring that all new route Fringe Areas Package, including: buses comply with the guidelines. development of a bus strategy El [:! Investigating access to trams and measures to El improved local and trunk buses improve the responsiveness of multi-purpose taxis. El improved rail-to-bus integration

El more Premium Stations and rail extensions TAXIS El contract incentives for quality service and 13 Continuing industry reforms aimed at creating a market growth. world-standard service for Victoria.

RAIL AND TRAM SYSTEM HERITAGE AND TOURISM DEVELOPMENT I:::! Enhancing tourism-related public transport ser­ [:! Evaluating strategic package options encompass­ vices and experiences, including the City Circle ing a new-generation train to replace the and other tram services; establishing a transport Hitachis, rail bottleneck removal, rail extensions museum at Docklands; and assessing the poten­ and rationalisation of tracks through Flinders tial for water-based services. Street Station and rail yards. ~ Preserving heritage buildings and vehicles, ide­ I:::! Reserving a corridor to allow future private ally as part of ongoing operations. development of a heavy metropolitan rail link to Melbourne Airport.

II::! Providing tram links as part of urban develop­ ments (for example, Docklandsl. 6. Road networks and services

Unlike public transport systems, th e road system is However. set agains t these person al benefits. exten­ not a mode of tran sport. th at is. an identifiable tech ­ sive private car use carries with it considerable nology. Rather. it is a system which allows a societal costs. associated with congestion. environ­ multitude of modes to operate: publi c and private. mental impacts. accide nts. and social disadvantage freight and passenger, moto rised and human-pow­ for some of those people who do not or cannot access ered. Thu s discussion of roads needs to recognise a private car. These costs are not generally perceived their key role in the overall transport system. includ­ by road users or considered in individual travel deci­ ing the previous mode-specific discussion of bus, sions . and do not therefore influ ence the overall tram and light rail operations, as well as privat e cars, levels of road usage. They need to be taken into freight needs, bicycles. and walking. account in setting overall directions for a transport strategy which focuses on transport demand man­ agement as well as investm ent in infrastructure 6.1 The private car in the wh ich can be justified in term s of sustainable future demand levels.

Travel by car offers considerable personal advanta ges The challenge is how to reconcile the societal disad­ to th e user. It is convenient, available at call. offers a vantages of growth in car usage with the private door-to-door service in most ins tances. provides pri­ advantages wh ich the car provides to its users. Thi s vacy and security in a personal space. and is widely is in many respects a global issue. and extensive affordable. The access to social. economic (especially research and development is under way which is work) and recreational destinations which th e car aimed at ensuring tha t personal mobility by private provides has become an essential compo nent of the automobile continues to be available. but in a way lives of most people. The availability of th e car has that is environmentally sustainable. Australia must enabled people to live at their preferred locations in ens ure that its automobile industry incorporates suburban or rural environments while at the same world-best practice in vehicles, engines. and intelli­ time being able to parti cipate in a full range of urban gent transport systems . Transporting Me/hal/me gives activiti es. The corollary is that employers are able to strong support to th ese developments while focus­ recruit from an enlarged labour market, particularly ing more directly on: for specialised j obs, with enormous ben efits to the I:::! attention to demand man agement measures State's wealth creation and economic development. (discussed below) As noted in Section 2 above. many demograph ic. lifestyle. economic and technological infl uences I:::! integrating tran sport plannin g across mode s to point to an increased reliance on travel by car. As a provide flexibility and a high level of service result, the demand for car travel will continu e to I:::! a focus on th e advantages of public transport in increase. even if growth is moderated. circumstances where it can provide a level of ser­ vice sufficient to provide a viable alternative to the car (especially in radial services to Central Region and Inn er Suburban locations. services within th e transport-rich Inn er Suburbs. and travel to special events)

I:::! support for the adoption of world-best technol­ ogy for new motor vehicles in relation to emissions. noise. energy-efficiency and safety, and support for adequ ate maintenance of in-ser­ vice vehicles so they continue to meet design standards ~ ensuring that new transport facilities - during FIGUR E12: TWENTY-YEAR both their construction and operation - meet PROJECTIONS OF POPULATION. explicit objecti ves related to economic develop ­ EMPLOYMENT AND TRAVEL ment. safety. tr ansport efficiency. the environment. and access requirements 40 40 .- ~ ensuring that road management strategies 35 achieve explicit efficien cy. safety. amenity and - 31 -o .- ~ ~ 30 28 environmental objectives appropriate to each ~ ~ road section .- 25 "," 21 20 20 .- ~ encouragement ofbicycling and walking facilities. g> 20 .- -5 15 -- Over time. it is desirable to move towards a situation t 15 -- c: 10 where transport prices on all modes better reflect 12'" ~ their full costs . including the external costs which 5 they impose through congestion. noise and emis­ o §: §: §: ~ §: sions. so that people make decisio ns about the ir ~ s g c: In In In In In 0 "0 .a c. EE c. c. travel patterns and modes in recognit ion of the full 0 0 -'" -'" ~ ~ s: ...., E c. c. ~ :; Ql -'" E ..5 costs. Such a policy would also need to be applied to c. In (; 0 ::J cc -'" 0.. 0 ~ (; (; public transport. resulti ng in a lower level of need for I ~ ~ taxpayer support. However, it is not expected that there will be significant moves towards real-time Based on tile fo llowing SOl/rces: II) Department cif II!finstnidl/re. pricing of existing roads in Melbourne in the foresee­ Officeifplanning and Heritagefo recasts. (2) Ratio colISl/ltantsfor able future . the Department cifInfrastl1lchlre. (3) Department cifllifrastl1lChlre models.(4) VeitchandAssociatesf or theScoresbyTransport Corridor Recent modelling work in Melbourne suggests that Shldy. (4) Rj Nairn and Parhlers f or the Vid orian Transport whil e population is expected to increase at about I Externalities Shldy. per cent per year. car usage will increase somewhat more rapidly. at I to 1.5per cent per year. This would lead to an increase of up to 35 per cent in travel over Road freight needs in IS to 20 years (Figure 12). These growth rates would 6.2 be moderated by the increase in publi c transport the future patronage which could be expected to follow imple­ Freight travel patt erns are extremely diverse spa­ ment ation of Transporting Me/bol/me. However. it is tially. in term s of th e commodities carri ed. the salutary to note th at th e effect of increased public indu str ies served. and in th e supply-side responses transpor t use would be to delay rather th an to avoid to those demands. Access to the ports. terminal anticipated growth in car use. areas. airports. and regional highways is important Therefore. it must be recognised that. notwiths tand­ for travel to and from th e metropolitan area. but the ing th e implementation of demand management great bulk of freigh t activity is in terna l to th e measures and public transpor t improvements. th e Melbourne area. Almost all freigh t movements greater proportion of future personal travel (espe­ withi n Melbourne are carried on th e road network, cially for travel in the Established Middle Suburb s. and therefore a comprehensive and connected road Fringe Areas. and regional travell will be road-based. network is important to ensure the ongoing viability Continued development and improvemen t of of Melbourne's industry and services. Melbourne's road system is ess ential to provide Melburnians with the access to jobs. services. and the full range of activities which makes Melbourne a vibrant and livable place. Historically, freight transport has grown at a faster 6.3 Road network and rate than private vehicle travel. This is expected to continue to be the case , as the service requirements infrastructure placed on the freight sector, together with industry deve opment relocation and consolidation of manufacturing will The overarching objective for future development of lead to increased demands. However, a Metropolitan Melbourne's arterial road network is to facilitate Orbital Transport Corridor could well reduce the rate quality access for all parts of the metropolis to all of growth, as industry would be expected to consoli­ other parts and to regional and interstate locations, date along that route. A growth rate of 1.5 to 2.0 per for both freight and personal travel needs, within the cent per year is realistic, indicating an increase in overall context of Transporting Melbourne and Living freight traffic of35 to 50 per cent over IS to 20 years. Suburbs. Given that Melbourne does not have a com­ Freight road vehicles, which are usually diesel­ prehensive freeway network, inevitably much of the engined, give rise to particular environmental road demand will have to be taken on the arterial concerns, including air emissions, most importantly road network. However, a lim ited but continuous of small particles, and noise. These concerns are freeway network to provide high-standard services ­ likely to be aggravated in future by the projected especially for longer-distance and non-CBD trips - is increase in freight vehicle travel and by community necessary to provide for the efficient movement of expectations of improved environmental amenity. freight as part ofMelbourne's transport-hub role, and The continuing development and introduction of to ensure that Melbourne functions as an integrated, higher air and noise emission standards for new interconnected entity. freight vehicles is of vital importance. It is also It is therefore necessary, as pointed out in the important to ensure that these vehicles continue to VicRoads Linking Melbourne strategy, to continue the meet their design standards throughout their service development of a continuous principal road network life and that they are driven and used in such a way and a complementary regional road network to sup­ that environmental impacts are minimised. port Melbourne's trading role and metropolitan development, and to enhance the livability of the region by providing access to a range ofservices and opportunities. Ongoing rehabilitation and renewal of road infrastructure is also necessary to ensure that the road network can continue to provide reliable, safe and effective service.

The key components ofthe strategy for road network development are as follows:

METROPOLITAN ORBITAL TRANSPORT CORRIDOR This concept is described in Section 4.1.

The Westem Ring Road would constitute a basis for the corridor's westem and northem arcs; it is nearing completion, except for the currently unfunded sec­ tion between Mahoneys Road and Dalton Road. The Scoresby Transport Corridor Environmental Effects Study is considering options for a possible eastem arc - that is, over the northem part of the Scoresby Corridor. The South Eastern Arterial, City Link and the West Gate Freeway would be the basis ofthe cor- -

ridor's southern arc (see Map 8 on page 47 and Map 3 I::! Geelong Corridor (including capacity and service in living Suaurus). improvements on the Princes Freeway, and For the foreseeable future, access between the examination of other possible routes giving Eastern Freeway and the Western Ring Road at access between Geelong. Werribee and Greensborough will be accommodated on existing Melbourne) roads; on the question of the long-term need to inves­ I::! Calder Corridor (continuation of the upgrade of tigate the upgrading of road links in the north-east the Calder Highway to a divided highway) (referred to in the Linking Me/bol/me strategy), the I::! South Gipps land and phillip Island Corridor (pri­ Government has not yet considered when such a marily for tourism and safetyJ. study should be undertaken. However. any such study which might occur in the future will include detailed and careful consideration of all relevant ARTERIAL ROAD NETWOR K issues. close consultation with the community. and DEVELOPMENT assessment of net community benefit. local and intermediate road-based travel requires a

comprehensive arterial road grid at spaci ngs of I to 2 NATIONAL AND REGIO NAL kilometres. Most of Melbourne has a road network of CORRIDORS this sort. but specific regional needs exist whe re there are gaps in the network. These have been exarn-' Effective transport links between metropolitan ined in Linking Me/bol/me. and include north-south Melbourne and regional centres and the rural hinter­ access in the western. northern and middle-eastern land are essential for the economic. social and suburbs, and east-west access in the south-eastern recreational well-being of all Victorians. As these suburbs. The need for new road development and links near the metropolitan boundary they inevitably improved road management in these areas will be become major structural elements of the urban road the focus of ongoing study, and will be subject to the network, particularly in the case of the growth test of net community benefit. municipalities where these regional roads form the primary link to the metropolitan area. As mentioned For the most part, however, needs can be accommo­ previously, the proposed Metropolitan Orbital dated by management and upgrading of the existing Transport Corridor would serve to integrate the met­ road infrastructure. Traffic management treatments ropolitan area. and facilitate access to the whole are very effective in maximising the utility of exist­ metropolitan area from regional Victoria and the ing road infrastructure, including capacity. safety growth municipalities. and level of service benefits. As noted in Section 8, VicRoads is developing a Principal Traffic Route Road links connecting growth areas and regional Network. In addition, the Government is using the Victoria to the metropolitan area will be considered Better Roads levy on petrol to fund (among other for development in the follow ing corridors (Map8): things) an Outer Metropolitan Arterial Road Upgrade 13 Hume Corridor (extension ofthe Hume Freeway Program. which will see many key roads widened to the Western Ring Road) from two lanes to four. This will improve traffic flow. ~ South Gipps land Corridor (provision of the safety. the movement of goods and access to facili­ Hallam and Pakenham Bypasses) ties. including schools. shopping centres. hospitals, workplaces and recreational areas. Recent studies by ~ Western Port Corridor (improved access to the VicRoads of heavily congested suburban two-lane Port of Hastings. and an upgrade of the Western roads have shown very significant economicbenefits Port Highway to freeway standard to serve the from upgrading. stra tegically important cranbourne growth area)

13 Western Corridor (extension of the Western Freeway to the Western Ring Road) The extensive nature ofMelbourne's rail and arterial METROPOLITAN ORBITAL TRANSPORT networks when combined with its relatively flat ter­ CORRIDOR rain has resulted in a number oflevel crossings with [::! Developing a continuous set of principal road high and conflicting train and road traffic volumes, links as a key element in implementation of the and characterised by significant traffic delays and Metropolitan Orbital Transport Corridor as an accident risk. In many cases, such as the Boronia integrated transport and land-use corridor, level crossing, these problems are compounded by where justified by outcomes of the Scoresby disruption to nearby commercial and business areas. Environmental Effects Statement and other rele­ The Government has announced that the rail line at vant studies. Boronia will be lowered to alleviate the problems at this location. NATIONAL AND REGIONAL LINKS

[::! Linking national and regional routes to the 6.4 Strategic focus Metropolitan Orbital Transport Corridor, giving efficient access to the metropolitan area for To ensure that Melbourne's road network can facili­ urban growth areas, regional Victoria and inter­ tate quality access for both freight and personal state. travel needs within the context of the economic, social, environmental and financial objectives of [::! Implementing the draft Freigl1tway Melbourne Transporting Melbourne and Living Suburbs, the strategic strategy as it applies to the development of road focus is on: freight corridors.

CONTINUOUS PRINCIPAL ROAD NETWORK

[::! Providing a continuous principal road network, and a complementary regional road network. to meet VicRoads' Lin!

ARTERIAL ROADS

[::! Upgrading two-lane arterial roads to multi-lane roads where necessary in the Established Middle Suburbs and Fringe Areas.

[::! Extending and developing regional road net­ works to serve developing growth areas.

~ Renewing infrastructure to ensure that the road network can continue to provide reliable, safe and effective service. The draft Freightway Me/bo!lme strategy has identified private sector is seeking greenfield locations for the Melbourne's competitive strengths: its strategic loca­ development of major road and rail freight terminals tion in south-eastern Australia in relation to with good road , port and airport access. industry, markets and international gateways; the There will be increasing pressures put on the freight close proximity of the country's largest port; a cur­ transport system to meet the needs of exporters, as a few-free international airport and the national rail key component of maximising Melbourne's advan­ hub; and Victoria's role as the nation's major manu­ tages in the Asia-Pacific region . This will require both facturing centre. private sector (freight industry) and public sector Increasingly, specialist providers are emerging to (especially road) responses to ensure that freight is serve the particular needs of their customers,and the catered for in the development of transport strate­ whole process of production, warehousing, trans­ gies to the advantage of both local consumers and port, distribution and delivery is becoming trade-exposed industries, and that freight require ­ integrated within an overall logistics chain. The dis ­ ments are adequately incorporated in the appraisal of tinction between these components is becoming proposals for new transport infrastructure. blurred, and transport providers add value not only The draft Freiglltway Me/bol/TIle strategy identified a in the physical movement of productbutin the other number of transport impediments to industry com­ functions which they perform on behalf of their petitiveness, and some ofthese need to be addressed clients. Freight transport operations are becoming in the Tramportillg Me/bol/TIle context. They include increasingly sophisticated, with advanced computer port costs and delay, poor linkages between major and communications systems increasingly bei ng roads with access routes stopping at the edge of the used to link the various components in the logistics metropolitan area, inadequate air freight capacity chain. Trucks are likewise becoming more spe­ and high overall transport costs. The strategy com­ cialised, with a trend towards both smaller vehicles prised three key elements: (for example, courier deliveries) and larger vehicles (tractor semi-trailers and B-doublesl to take advan­ ~ integrated management of a strategic hub zone tage of the economies of scale and efficiency of and corridor network (Figure 13) to streamline operation. manufacturing and logistics chains

As outlined in the draft Freiglltway Me/bo!lme report, ~ development of Melbourne as a world-class elec­ advanced freight terminals at the ports and airports, tronic trading hub and at rail and road terminals, are important to the ~ upgrading and developing roads, port. rail, air­ development of seamless freight services. port and intermodal infrastructure. Enhancement of capacity in line with demand, and provision of more efficient operations are essential. There will be a necessity for an additional rail termi­ nal or terminals in time, as the South Dynon terminal is constrained by capacity limitations. Possibilities include a new terminal in the south­ east and greenfield sites in the Werribee area or the northern fringe of the urban area; these will need to be subject to a comprehensive evaluation.

Similarly, many road freight terminals are currently centrally-located, and a move to larger, more accessi­ ble sites on the urban fringe can be expected; the development of road freight terminals along the Western Ring Road indicates the rapid response of this industry to changes in access to its customers made possible by the construction of that road . The 7.1 Integrated hub zone 7.2 Melbourne: a w orld­ and corridor network class electronic

International, interstate and domestic manufactur­ t rading hub ing and logistics chains can be streamlined through a Electronic commerce or paperless trading has the highly integrated approach to management of potential to greatly improve Victoria's competitive Victoria's freight system with Melbourne as the advantage. However, Melbourne is in danger of being major gateway. Freiglltwuy Me/bol/me designates a outpaced by other Australian and overseas cities in strategic hub zone and corridor network (figure 13)as the transport information and communications race. a priority for the identification of strategic locations Significant progress has been made in the develop­ for private and public sector investment, integrated mentofstandards and guidelines to allow Australian management of operations and information flows to manufacturers and transport operators to interface provide a seamless service, and improved productiv­ electronically with the international trading commu­ ity to reduce transport costs . Key strategies include: nity. Progress is also evident in the development of [!! improved infrastructure and operational produc­ software and systems to facilitate paperless trading. tivity through regulatory and structural reforms, The challenge now is to ensure that Victorian pro­ including introduction of high productivity road ducers, traders and transport providers capitalise on vehicles, open access to rail networks and corpo­ these initiatives by embracing electronic commerce ratisation of V/Line Freight (the last action is as an integral component of their business opera­ currently under way) tions. The following strategies are directed at achieving a rapid, seamless information logistics [!! increase land-sea interface efficiency and reduce network to improve information and product costs through port authority and waterfront exchange at all transport interfaces: reform [!! establish an Electronic Commerce (EC) Resource [!! attract industry investment by identtfying outer Centre to showcase EC technology and direct suburban sites on the hub corridors for private businesses to standard and interlinked solutions development of advanced intermodal freight ter­ minals, and alerting industry to the new [!! establish a Victorian Electronic Commerce Task opportunities that will spring from integrated Force to: develop an EC policy framework; over­ land-use and transport planning sight implementation of an action prog ram; make the Port ofMelbourne Hub Zone the focus [!! improve the efficiency of the land-air interface at ofEC activities; and develop priorities for further Melbourne Airport. particularly for perishable EC projects, possibly including pilot programs commodities involving Victorian firms. [!! acknowledgment of Geelong as a key component of Melbourne (and the Port phillip Region) as a national production and distribution hub. 7.3 Freight transport infrastructure

To maintain and reinforce Melbourne's role as a national production and transport hub requires world-standard airport and port facilities, and qual­ ity rail and road links. Good links to national and international gateways are critical for major freight generating activities within the metropolitan area and regional Victoria. ofparticular importance is the City Link project and the proposed Metropolitan Orbital Transport Corridor which would connect -

. . , . . . '. . .. _ ~ ,~- _ '. ~, . l ~

major manufacturing and component suppliers, and In the implementation of the VicRoads Principal provide access to ports (Melbourne, Geelong and Traffic Routes Program (explained in Section 8.3), it Hastings), airports (Melbourne and Avalon), and rail is important that a priority be given to more speedy terminals (Dynon). and reliable movement of freight vehicles. As part of this program, the major routes of economic impor­ Key infrastructure elements include: tance in facil itating freight flows have been [::! development of road links as outlined in Section identified; these routes will need to be managed 6, including the Metropolitan Orbital Transport through measures to improve the efficiency of those Corridor, national and regional links to this corri­ flows . In many cases, smoother truck flows will dor. a continuous principal road network reduce unwanted amenity and environmental providing for reliable and efficient metropolitan­ effects; in some cases, freight flow needs will have to wide freight movement, and adequate suburban be reconciled with those of local access, urban and regional networks to provide effective design and public transport through a multi-objec­ freight access tive approach to road-use management.

[::! upgrading of metropolitan rail freight terminals The environmental performance of trucks is a key at South Dynon (National Raill and Dynon issue. Their (mainly) diesel engines are among the (V/Line) worst offenders in terms of air emissions and there is

~ upgraded freight facilities at Melbourne Airport, considerable potential to reduce noise emissions. : including refrigerated storage Possible strategies are outlined in Section g.

[::! upgrading of facilities by the private sectorat the There is also potential for more efficient and less Ports of Melbourne and Geelong in line with resource-intensive use of the overall truck fleet to increasing demand achieve more deliveries per vehicle, less empty run ­ ning and reduced levels of resource consumption ~ intermodal port and airport links, including and other unwanted effects to accomplish the extension of the Docklinks Road to the Dynon required freight task. The use of advanced informa­ V/line Terminal; protection of the option for a tion and communications technology, and rail link to webb Dock; a standard gauge rail link intelligent transport systems, will increasingly be a to the Port of Geelong; and protection of options key element in achieving optimum scheduling and for a future private rail link to Melbourne Airport. routing of freight deliveries as part of the overall logistics chain. 7.4 Urban freight movement: needs and "mpact s

In addition to development and efficient manage­ ment of the major freight hubs and corridors, the productivity of Victorian industry relies heavily on reliable and efficient movement of goods through­ out the metropolitan area, a task which is undertaken almost entirely on road . However, the need for efficient urban freight movement and access has to be reconciled with effects on local amenity, broader environmental impacts and com­ munity concerns about safety and the presence of large trucks in the general traffic stream. A critical component of the freight chain is at the ~ Increasing land-sea and land-air interface effi­ local level where access, usually by road vehicle, is ciency and reduced costs, through port reform and needed to factories. warehouses, transport termi­ improved intennodal air freight management. nals, supermarkets and other freight generators. It is ~ Attracting industry investment in the hub and important that land-use and transport planning pro ­ corridor system, including advanced intermodal vide for freight access without unacceptable effects freight terminals. on local communities. local government has a key role in this process as outlined in Section ro, ELEURONIC TRADING The integrated approach to transport and land-use ~ planning outlined in Section 4 has particular bene­ Making Melbourne a world-class electronic trad­ fits for efficient and sustainable freight movement. ing hub through establishment of a joint As part of this approach, adequate provision for private-public sector task force; an agreed policy framework; and facilitative systems. including a freight can be more readily made as part of corridor and activity centre planning, while also providing for software conformance centre. other transport users and sustainable urban form . INFRASTRUUURE INVESTMENT 7.5 Strategic focus ~ Developing road links, including the Metropolitan Orbital Transport Corridor, To ensure that Melbourne has an intermodal freight national and regional links to this corridor. and transport system which performs its national hub regional networks. and urban distribution roles at a world-best level of ~ Upgrading intermodal facilities, predominantly efficiency, the strategic focus is on: by the private sector, at ports, airports and rail terminals. INTEGRATED TRANSPORT HUB ~ MANAGEMENT Intermodalland transport links to ports and air­ ports. ~ Integrated management of the network of major freight hubs and corridors. including improved productivity through regulatory and structural URBAN FREIGHT MANAGEMENT reforms to road and rail transport. ~ Giving priority to freight movement in imple­ mentation of VicRoads Principal Traffic Routes Program.

~ Improving the environmental performance of road transport vehicles.

~ Improving efficiency in truck fleet management using advanced technology.

~ Providing for freight vehicles as part of inte­ grated transport and land-use planning. including local access. -" '. - ...... , ' - . . , . ' I - ~ ~. ,

FIGURE 13: FREIGHT HUB ZONES AND CORRIDORS Source: Freiglltway Me/bol/me.

LEGEND

.. Hubzones

Manufacturing and production Hume Highway activity (% of Melbournetotal) Calder Hub corridors Highway c Sunbury Road freight ... National rail . 9 III( • 1 Westgate ATo Adelaide/Perth B 2 Western Ring BTo Sydney/Brisbane 3 Airport Plenty 4 South Eastern 5 Eastern Ring Intrastate rail 6 Geelong 7 Western CTo Shepparton/Tocumwal Western 6 Calder oTo Mildura Highway 9 Hume ETo latrobe Valley 10latrobe Valley/Gippsland FTo Western Port 11Western Port

4% Ringwood

11% Werribee

o 5 10 15 20 25km ~

NO RTH 8. Integrated transport system management

A strategic objective of Transporting Melbot/me is to ~ development offreight terminals build on the considerable strengths of the total ~ limited extension of the tram network where transport system to better utilise this important needed to enhance intermodal connections community asset. A high priority therefore needs to be given to effective and integrated management of ~ development oftrunk bus corridors transport systems and services to ensure that the ~ support for airport development. complementary roles of the various modes of trans­ port are recognised, and that interchange between The integrated system approach requires attention and within modes facilitates the development of an also to deliberate integration of services on the integrated. seamless service. Section 7 provided a public transport network. To this end, Transporting major focus on integrated system management to Me/bot/me proposes: facilitate freight movement. This section reinforces [:! continuation of Melbourne's multimodal public this theme as well as providing a major focus on inte­ transport tickets within the automated ticketing grated management to provide efficient and safe system services for the many personal travel markets out­ [:! improved customer information services. both lined in Section 3. off-system (for example. through VicTrip and through telephone services) , and on-system (for 8.1 Integration of example, through real-time info'rmation about transport systems train. tram and bus arrival times at stations and stops), using modem technology which can track and services vehicles in real-time, and allow communication Ideally. transport should provide a seamless service between vehicles and control and information whereby a person or item of freight moving through centres the system can easily and conveniently transfer from ~ a requirement upon public transport providers. one part of it to another. Transporting Melbollme as part of the service contract. that their services addresses this issue through a strategy emphasising be integrated within a total public transport ser­ the development of terminals and interchanges. vice including: ~ intermodal service coordination by the [:! linked strategic passenger transport inter­ Department of Infrastructure through standards, changes. including the initial establishment of a audits, real -time communication, and service number of strategic interchanges at key rail sta­ franchise provisions. tions. suburban shopping centres and university campuses, as envisaged in Liuillg SlIbllrbs 8.2 Moda ~ 13 extension of the Premium Station program, to interchanqes provide upgraded railway stations and provision a d acilities of car parking and bus facilities at stations High-quality intermodal facilities are key features of an integrated, seamless transport service, which is integrated with urban development. Transporting Melbollme proposes the provision of a series of strate­ gic modal interchanges facilitating movement between transport modes, and linked to each other by rail. bus or tram; possible locations of these inter­

changes are indicated on Maps 9 and IO (pages 48 and 49), subject to assessment. -

The network of strategic modal interchanges will management will focus particularly on ensuring its allow ready movement from one service or mode to safe, efficient and reliable operation. This will another. and services will be timetabled such th at involve a range of strategies. including those being waiting times are minimised. A high standard of real­ developed within VicRoads as part of its Traffic and time passenger information about services and Road Use Management Program. which includes: connections will be provided. including one-stop I::! improving traffic flow through the Principal information on routes, modes. timetables and fares. Traffic Routes Program, the kerb lane management together with quality signage and design. Private sec­ program. the urban Traffic Management System tor investment in ancillary services such as food and (UTMS) for traffic signal control.signing.linemark­ convenience shopping will be encouraged. ing. and the Red Spot (bottleneck) program The development of the interchanges will be inte­ ~ upgraded urban traffic management. through grated with the land-use planning of the precincts in real-time incident management and congestion which they are located. in particular with the devel­ detection, and application of remedial measures opment of activity centres as outlined in Section 4. to improve traffic flow. safety. reliability and Local government involvement in all aspects of plan ­ efficient operation ning of modal interchanges and their integration II:::! access to traffic information,including travel time with local community facilities and services is nec­ information (such as the Drive Time system essary. This will include coordination of modal recently installed on the South Eastern Arterial), interchange development with private sector devel­ route guidance information. arterial road perfor­ opment. provision of access (especially pedestrian mance monitoring. and provision of information and bicycle access). and traffic management. Local to organisations that can add value (for example . government could potentially playa larger role in for commercial vehicle operations. emergency such aspects as bus stop provision and management vehicle management, public transport operations) of interchanges. including railway stations. II::! a range of road safety measures, including Black In addition to major strategic locations. intermodal Spot (accident) programs and pro-active treat­ facilities are also required across the transport net­ ment of sites and roads before they develop as work . including central city tram and train facilities. accident sites (for example. traffic signals, street further Premium Stations. station car parking. bus lighting. signing and line marking, pedestrian and taxi facilities at stations. and bus and tram shel­ facilities. bicycle facilities. pavement surfacing ters. The Government has made a major and road duplication), commitment to improving intermodal facilities.

including a 12 per cent increase in station car park­ while most arterial roads will be managed for safety ing. provision of further bus and rail interchanges and capacity, these objectives will need to be quali­ and consideration of park -and-ride bus interchanges fied in some cases, such as:

along the Eastern Freeway. ~ to maximise their public transport proVISIOn. including (where appropriate) tram Fairways (pri­ 8.3 Road-use ority lane markings). priority for trams and buses at signals. and bus-only lanes management

Melbourne's arterial road network (Figure 2) is a fun­ damentally important transport and community asset which provides directly for both private and public transport. and for access to rail systems for both passengers and freight. It must therefore be carefully managed. Given its significance as the major structural element of the transport network. &15:1 t:! to maximise their contribution to freight effi­ There is a need to: ciency as outlined in Section 7, for example by t:! progressively upgrade and enhance the urban allowing use by high-productivity vehicles such road traffic management system, including fur­ as B-doubles (trucks with two trailers) and, ther development of VicRoads' Urban Traffic where technically feas ible, Super B-doubles Management System (UTMS) for traffic signal [which have higher mass limits) control, dynamic road user information systems t:! where the local amenity is of major sensitivity, the [Drive Time). and intelligent transport systems arterial road may be adapted to minimise the for advanced vehicle control, monitoring and impact of through-traffic, for example where a safety bypass route around a shopping centre is available. t:! in itiate moves to replace the METROl [train) con­ On the freeway system, the management strategy trol system using modem technology which will will be to encourage the efficient use of freeways and provide more reliable train monitoring and con­ maximise their benefit to longer distance travel, trol, improved passenger information (providing both passenger and freight. Consideration will be real-time information at railway stations), auto­ given to increasing the number of transit lanes for mated route setting, fleet management, high-occupancy vehicles (including buses and cars development of optimum timetables, mainte­ carrying two or more people). To maximise travel nance scheduling, and so on time benefits (especially for freight vehicles) and t:! further develop the Automated Vehicle minimise emissions, consideration will be given to Monitoring (AVM) System (tram and light rail), in freeway on-ramp control, whereby access to the free­ similar fashion to the METROl system, to limit way is limited as the flow approaches its capacity. bunching. enhance service reliability, provide passenger information. and reduce traffic con­ 8.4 Transport control gestion and information t:! examine ways of integrating the information of control and information systems provided by systems each of the above, to move towards an inte­ Advances in remote sensing, telecommunications grated, multimodal transport control and and information technology have revolutionised the information system. potential of transport control and information sys­ tems. Existing systems - road traffic signals. train 8.5 Bicycling control and signalling, and tram monitoring - have been developed mainly to ensure safe and efficient Bicycling has a small but important role in vehicle movement. There is a high priority attached Melbourne's transport system. accounting for nearly to the redevelopment of these systems. all of which 2 per cent of all trips. It is important to encourage are built around decades-old technology. The bicycling for several reasons. ranging from health to replacement systems will be intelligent transport the contribution that it can make to energy savings systems with the potential to provide real-time sys­ and environmental objectives. Bicycling reduces the tem management data across all modes, as well as call on non-renewable resources and creates virtually real-time passenger information, giving a quantum no ambient air pollution, greenhouse gas emissions, improvement in transport access. There will be or noise pollution. It can be used for a range of jour­ greater scope for integration across modes to achieve neys without adversely affecting domestic activity a seamless service for travellers. or individual freedom of choice. There may be signif­ icant scope for people to substitute bicycle use for motorised transport. especially for very short trips; as noted in Section 3.1, the median trip length is about 3 kilometres. an easy bicycling distance. -

TrallSporting Me/hal/m e therefore endorses the recom­ and enhanced. Cost-effective measures to enhance mendations of the Victoria for Bikes strategy released road safety, through programs aimed at the driver, by the Government in October 1994, in particular the road environment and the vehicle will be contin­ those related to the development of the Principal ued and developed. Bicycle Network in metropolitan Melbourne. This is a Although public transport is a very safe form of network of major bicycle routes, both on-road and travel, perceptions about safety and security on pub­ off-road, on a connected grid at a maximum of 1.6 lic transport affect people's behaviour and transport kilometres spacing. The aim of the Network is to pro­ choices. It is necessary therefore to ensure that vide commuter routes, including radial routes to the safety and security are maximised, and that people central city, cross-town routes, and links to public are safe, and feel safe, when they use all modes of transport. It also provides linkages to off-road paths public transport. A public transport safety strategy which, while designed for recreation, are used exten­ will be developed by a specially-constituted task sively by commuters. force in collaboration with operators, the Similarly, improved bicycle facilities and accessibil­ Department of Infrastructure, and the public. This ity on the public transport system will be enhanced will develop an integrated package focused upon an through the provision of additional secure bicycle extension of the Premium Station program; storage facilities at railway stations. improved lighting at stations, bus stops, tram stops and car parks; additional closed circuit television · monitoring and duress alarms; and improved passen­ 8.6 Walking ger information and communication. Safety and Most trips begin and end with a walk component, security must also be a key input into the design of and walking is the primary mode of 16 per cent of new trains and trams. Customer service employees Melbourne's trips . Provision for pedestrians is more a will be focused upon unstaffed stations in the question of good urban design, and a component of evenings. development planning, but has transport implica­ tions in relation to pedestrian facilities, pedestrian safety,and safe , secure and attractive access to trans­ 8.8 Strategic focus port terminals. Itis also particularly critical in access To ensure the development and management of to special events such as major sporting and cultural Melbourne's transport as an integrated system in activities. The Department of Infrastructure, which all modes play key complementary roles , the together with other relevant bodies, will sponsor the strategic focus is on: preparation of a Good Design Guide for pedestrian facilities, covering such aspects as design, layout, INTEGRATED TRANSPORT AND LAND­ surfacing, access paths, security, vistas and land­ USE PLANNING scap ing. ~ Planning and developing transport infrastruc­ ture for major corridors and urban centres as an 8.7 Safety and security integral part of total transport and land-use frameworks, and integration of transport and Transporting Me/hal/me supports a strong focus on land-use planning within the new Department of safety across all modes, including safety research, Infrastructure, as outlined in Section 4. investigation, standards, promotion, education, and policy.

The costs of road accidents, in both social and eco­ nomic terms, are significant. Notwithstanding significant advances in road safety in Victoria in recent years, current programs to reduce road trauma currently in place must be coordinated, sustained TRANSPORT INTEGRATION INTELLIG ENT TRANSPORT SYSTEMS ~ Developing an integration strategy to provide a ~ Redeveloping traffic control. train control and service to transport use rs which is seamless tram and bus monitoring systems to create effi­ across all modes, th rough intermodal service cient, integrated and technologically advanced coordination, upgraded intermodal facilities, informat ion and control capabilities across all and integrated user information and marketing. modes.

~ Developing a network of strategic modal inter­ changes integrated with urban centres. BICYCLING AND WAL KING ~ Encouraging bicycling, particularly for the high ROAD-USE MANAGEMENT proportion of short trips Melbu rnia ns make; implement th e Victoria for BilieS strategy. espe­ ~ Ensuring safe, efficient and reliable traffic flow cially th e Principal Bike Network. along maj or roads thro ugh: the Principal Traffic Routes Program; the Red Spot bottleneck pro­ ~ Preparing a Good Design Guide for pedestrian gram; upgraded real-time traffi c inci dent facilities. particularly for public transportaccess. managemen t; improved user and route guidance covering such aspects as design, layout. lighting, information and a range of safety measures. surfacing, access path s.security.vistas and land­ scaping. ~ Taking a balanced approach to road-use manage­ men t, giving priority where necessary to public transport, freight veh icles and urban amenity. SAFETY AND SE CURITY ~ Continuing a sustained and well-coordinate d program to reduce road traum a.

~ Developing a public transport safety strategy, including ad di tio nal Premi um Station s, improved lighting, extra closed circuit television and duress alarms , and improved passenger information and commun ication. There is worldwide concern about the rate of growth [:! improving Melbourne's air quality by reducing of demand for transport, particularly of urban car road vehicle emissions travel. These concerns are as relevant to Melbourne [:! meeting greenhouse gas reduction goals (includ­ as any other metropolitan area, and arise from the ing from the transport sector) realisation that for economic, financial and environ­ mental reasons, the global rate ofgrowth in demand [:! reducing noise from transport, particularly along for car travel cannot continue as in the past. At pre­ heavily trafficked roads sent, demand is moderated by congestion, which is [:! achieving best practice in road design and con­ inefficient and inequitable and has severe environ­ struction to minimise adverse impacts on water mental impacts. and waterways. TlIImportillg Melbourne proposes actions to address this concern. These actions will not only improve environmental sustainability but will also bring 9.1 Moderating growth important social and economic benefits. They in car travel depend on taking an integrated, holistic approach to Transportmg Melbourne proposes the development of transport and land-use planning. an integrated set of strategies aimed at moderating Road transport is the major source of emissions ofair the growth in car travel. based upon the application pollutants to the atmosphere that diminish air qual­ of the following measures in areas where they will be ity, an important and growing source of greenhouse effective and cost-effective: gas emissions and a very significant source of envi­ [:! strategies, such as those proposed in Section 5, ronmental noise. The design and construction of to encourage the use ofpublic transport. particu­ transport systems may also impact on water and larly in those areas where public transport can waterways. offer a level of service sufficient to provide a The impact of transport on the environment can be viable alternative to the car (especially in radial reduced in several ways, including: services to Central Region and Inner Suburban r::! reducing the number of motorised journeys locations, services within th e transport-rich made Inner Suburbs, and travel to special events)

~ ~ shifting the mode of transport to less environ­ land-use policies to encourage reductions in mentally-damaging modes where these can travel and increased use of public transport, make a substantial, cost-effective contribution including mixed-use developments and a focus to meeting travel demand on activity centre development

~ measures to reduce the environmental impa cts II::! lower-cost and resource -intensive measures, of thosejourneys which are made including improved traffic and road-use manage­ ment ~ adoption of new, environmentally-friendly tech­ ~ nology in motor vehicle design. encouragement of walking, through good urban design, publicity, and careful land-use planning TlIImportillg Melbourne has elements of each of these. Environmental concerns are univers al. and are keenly felt in cities in North America, Europe and Asia where the problems are more pressing and gov­ ernments, industry and the community are making major commitments to their resolution. Melbourne should take advantage of these proven initiatives and technologies, as well as developing local responses to particular local situations to meet the objectives of: ~ similarly.encouragement of bicycling for a range 9.2 Air quality of trip purposes. particularly for the large propor­ The State Government cannot act in isolation on tion of trips which are very short. through matters of motor veh icle emission standards. The measures such as those proposed in Section 8.5 National Road Transport Commiss ion (NRTC) and ~ preferential treatments for high-occupancy vehi­ the newly established National Environment cles. for example . the use of transit lan es on Protection Council (NEPCl have joint responsibility freeways whi ch are restricted to vehicl es carry­ for setting noise and air emission requirements for ing two or more people. and taxis new and in-service vehicles. New vehicle emission

~ voluntary employer-based trip reduction pro­ standards are established through a comprehensive grams . whi ch have been found overseas to be national process involving substantial consultation. effective if carefully targeted and supported; These standards are implemented through th e these may include such schemes as corporate Commonwealth Motor Vehicle Standards Act 1989. discounts for publi c transport ticket purchases. which gives statutory force to the Australian Design provision of van-pools. th e introductio n of four­ Rules. day working weeks . and encourageme nt of work is under way to review these national stan­ telecommutin g dards - both for petrol and diesel engined vehi cles ­

~ development of car pooling programs. of which to increase their stringency with a view to further employment-based schemes have been found to improving air quality and to reflect recent technolog­ be most effective;employer support may include ical developm ents; Victoria is playing a very active such measures as preferential parkin g. guaran ­ part in their development. teed return trip provision (forexample. by taxi, in In order to reap the benefits of improved new vehicle the case of an emergency at home. or if th e emission standards. it is essential that vehicles be emplo yee ha s to stay back and work late) adequately maintained over their service lifetime. ~ telecommuting. or working from home via an and that performance be monitored and the stan­ electronic link with the office; little Australi an dards enforced. For this to be effective. an in-service work has been done in studying the extent of vehicle management program needs to be developed, this practice or its effects on travel demand . but and it is noted that the Federal office of Road Safety overseas evidence suggests that it can have considered several such programs in its recent advantages to the individual. the employer. and report. Motor Veh icle Pollution in Allstralia - Reporton the community if carefully managed National In-ServiceVehicle Emissions Stlldy (May1996).

~ flexible work hours. which have th e effect of The Victorian Government has made a commitment spreading the peak period of travel. allowing to develop and implemen t an Air Quali ty travel in areas where the road network. public Management plan for Melbourne, This will enh ance transport or both have surplus capacity the capacity of the Integrated Transport Investment Appraisal Fram ework to include env ironmen tal ~ parking supply and pricing. which can affect the effects in the evaluation. cost of travel and choice of either or destination of travel. or both Adequate man agement of emissions to the atmos­ phere from motor vehicles is an essential aspect of ~ in the longer term . the consideration of conges­ air quality manag ement. In Melbourne , the major tion pricing. regional air quality issues - to all of which motor vehicles are major contributors - are photochemical smog. fine particles and nitrogen dioxide. It is esti­ mated that motorvehicles are the source of about 50 ....

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per cent of the hydrocarbons emitted in Melbourne, Australia's first national communication under the about 80 per cent of the nitrogen oxides, and 30 per FCCC showed that Australia would not meet the cent offine particles. Convention's implied target of stabilisation ofgreen­ house gas emissions in developed countries at 1990 photochemical smog is produced from the reaction levels by the year 2000. The impact of measures con­ ofhydrocarbons and nitrogen oxides. Breaches ofthe tained in the National Greenhouse Response photochemical smog objective (measured as ozone) Strategy would cut that growth by half to an esti­ have decreased over the last decade. However, mated 7 per cent. The former Commonwealth breaches still occur, and vehicle emissions are likely Government estimated that additional measures to rise again because of the continuing increase in announced in its Greenhouse 2IC package would fur­ vehicle use . Standards for ozone concentration may ther cutemissions by 4 per cent, bringing Australia to become more stringent to reflect increased knowl­ within 3 per cent of the implied international target. edge of the relationship between smog and health. Transport, and particularly road transport, is an Fine particles are emerging as a major health consid­ important contributor, by its fuel use , to greenhouse eration. Diesel vehicles are the major transport gas emissions. Nationally th is sector produces 12.1 source. Although there is currently no Victorian air per cent of greenhouse gas emissions, and 10.5 per quality goal for fine particles and levels are currently cent of this originates from road vehicles. below the current US standard, there is mounting Improvements in the fuel consumption rates both of ' evidence ofa need to reduce particle emissions from passengervehicles and freight vehicles are being off­ veh icles , This is given particular impetus by the EPA set by the continuing increase in vehicle use. projection of a 17 per cent increase in particle emis­ sions from vehicles over the decade 1990-2000. The national average fuel consumption standards for Nitrogen dioxide has the potential to become an air new passenger vehicles of about 8.9 litres per 100 pollutant of significance, particularly adjacent to kilometres and the anticipated level of 8.2 litres per major roads with high diesel vehicle use . Australian 100 kilometres by the year 2000 are much greater Design Rule 70, introduced in 1995 and currently than in many other developed countries. While this under review, imposes more stringent standards is partly a reflection of the higher proportion oflarge than previously, and is consistent with those in the vehicles in th e Australian passenger car fleet, the European Community, the United States and Japan. potential benefits - both economic and environmen­ The National Environment Protection Council has tal - from more stringent standards could be listed ozone and particulates as priority items for substantial. which national standards are to be established. Diesel fuel use has been increasing at a greater rate than petrol consumption. It is projected that green ­ 9.3 Greenhouse gases house gas emissions from freight movements (predominantly diesel vehicles) will increase sub­ Australia's target is to stabilise greenhouse gas emis­ stantially over forthcoming years, while that from sions other than ozone depleting substances based passenger vehicles (predominantly petrol vehicles) on 1988 levels by the year 2000 and to reduce these will reduce modestly, emissions by 20 percent by the year 2005, subject to Australia having no net adverse economic or trade impacts in the absence of similar action by other developed countries. Australia is a signatory to the Framework Convention on Climate Change (FCCC) which imposes commitments for greenhouse emis­ sion reductions on Australia and other developed countries. 9.4 Transport noise 9.6 Common strategies

Trans port is the most significant cont ributor to envi­ There are a number of common strategies for reduc­ ronm ent al noise. This comes not only from engine ing air em issions and greenho use gases and for noise. but also from tyre noise . wh ich increases as cont rolling noise. In general. these strategies involve speeds increase. Noise barriers can make a useful a combination of control at the source of the ernis­ reduction in noise. but th ey do not eliminate it. They sion for new and in-service veh icles, traffic can only be used along limited access roads (freeways management to achie ve smoother traffic flow, land­ and toll roads) and not widely on existing roads. use changes to redu ce the amount of travel and There is pote ntial for their use wh ere new develop­ policies aimed at encouraging alte rna tive mode s of ments abut arterial roads. The Good Design Gutdefo r transport. Medil/m-Density Hal/sing issued by th e Department of The Victorian Transport Externalities study exam­ In frastructure requires developers to ensure that ined a range of strategies which could be invoked to inte rnal noise levels in their developments meet reduce greenhouse lC0 2 ) emissions. The no regrets hi gh standards . measures ltha t is. those which showe d a net benefit! VicRoads has built noise barriers along new freeways in order of their cost-effectiveness were: since 1979. These freeways have been designed to [::! reducing passenger trav el through increased achieve levels of68dBlAJ L (18hrJ.In 1989. the noise w prices policy was reviewed . and since then. new freeways have been des igned to world standard to achieve lev­ [::! speed mod ification th rough technology and education els of 63dB1A) Lw lI8hr). A program to retrofit noise barriers to th e older freeways (tho se built before [::! a modal shi ft to public transpor t 1979)whe re the noise level exceeds 68dblA)Lw ll8h r) [::! reduced emissio ns th rough engine and vehicle has been under way for some years. technology.

The first three of these approaches have been dis­ 9.5 Waterway impacts cussed elsewhere in thi s report. Commitment to Transport is one of th e human activities wh ich may in troduction of world-best technology for new have a major impact on waterways in the urban envi­ motor vehicles in relat ion to emissions and fuel con­ ron ment. Tran sport imp acts are du e to the sumption is a vital long-term strategy. Australia construction and design of transport systems and should stand prepared to accep t and adopt new tech­ also the drainage of water from transport infrastruc­ nology wi thout delay as it beco mes globally ture. They may affect aquatic ecosystems as well as available. water quality. Tmmporting Me/bol/mesupports the national target of Cons truc tion of roads often involves substanti al dis ­ reducing the average fuel consumption rate for new turbances to th e lan d form. In these cases. it is passenger vehicles to 8.2litres per 100 kilome tres by necessary to develop systems of road cons truction the year 20 0 0, and the progressive movement which will minimise erosio n and the consequent tur ­ towards a rate of 7.2 litres per 100 kilometres by bidity of streams. The adoption of water-sensitive 2005. On-road fuel econo my sh ould als o move design and construction criteria can contribu te sig­ towards the OECDaverage th rough improved strate­ nificantly to improved water quality in the vicinity of gies for maintenance and testing. New-generation major construc tion sites. buses. to be progressively introduced as the current fleet reaches obsolescence, will be required to be environmentally friend ly, fuel efficient and well maintained. Creating greater road capacity to relieve congestion MODERATING GROWTH IN CAR may have the potential in some corridors to reduce TRAVEL vehicle emissions, fuel use land hence greenhouse [:! Implementing an action plan based on: inte­ gas emissions) and traffic noise. However, any addi­ grated transport and land-use planning; tional road capacity in major transport and land-use adjustment of transport pricing over time to corridors must be matched carefully with improve­ reflect full community costs; encouraging use of ments in public transport so that the resulting public transport as a mode of choice, as well as transport system is integrated, balanced and envi ­ cycling and walking; promoting development of ronmentally sustainable. urban centres; regulating parking; and encourag­ Operational measures in which Government can ing use of high-occupancy vehicles. playa role include smoother driving (which has sig­ nificant effects on energy and emissions) through FUEL CONSUMPTION enhancement of the VicRoads urban Traffic Ir::! Supporting a more stringent national target for Management System lUTMS), signal linking, the new vehicle economy. selective introduction of speed and route guidance systems, and through driver education programs. [3 Supporting the achievement of the OECD aver­ Improved parking information systems and age for on-road fuel economy. enhanced transport integration, including modal interchange systems, will also assist. NOISE, AIR AND WATER QUALITY The Victorian Government will continue to partici­ Ie:! Continuing development of VicRoads' pate in the national forum to set new vehicle fuel Environmental Strategy. consumption and air and noise emissions standards ~ Enhancing traffic and road-use management to that are consistent with world-best technology. achieve smoother driving, including traffic sig­ VicRoads will continue the development and imple­ nal linking, route guidance and driver education. mentation of its Environmental Strategy for the 13 Controlling traffic noise through world-best design, construction and operation of major roads. standards for noise barriers. As part of this, VicRoads will be further reviewing its I::! Measures to control noise and air pollutant emis­ noise policy objectives. Other strategies for control­ sions at the source - the motor vehicle. ling noise include encouragement of smoother traffic flow to reduce acceleration and deceleration ~ Supporting the development of an Air Quality (for example, through linked traffic signals) and con­ Management plan for Melbourne. trol ofnoise at its source.

9.1 Strategic focus

To ensure that Melbourne's transport system is developed, managed and operated in a way which is compatible with objectives for long-term environ­ mental sustainability, the strategic focus is on:

INTEGRATED TRANSPORT AND LAND­ USE PLANNING ~ Incorporating environmental sustainability as a major criterion in the evaluation of transport and land-use options for major corridors and centres. 10. Structural reform: getting the rules right

10.1 National These principles for structural reform imply a changed role between Government (as service pur­ Competition Policy: chasers and coordinators. regulators and poli cy transport reform makers). and service providers (whe ther publi cly or privately owned) as an essential prerequisite for bet­ The Government is committed to implement ation of ter public transport. The reform s will ensure that National Competition Policy. which will lead to bet­ public transport services are maximised at minimum ter value for money in th e provision of transport. cost to the taxpayer. Essenti ally. they will involve enhanced customer services. and greater consumer application of the franch ise-based contract system choice. Competition policy is concerned with th ese to the remainder of the urban bus system. The desir­ outcomes. not with ownership. There is clear evi­ ability of extending this mod el to the operation of dence of the benefi ts of contestability. incentives. or the tram and light rail. suburban rail. and interurba n both for service enhancement in the provision of systems will be cons idered over tim e. publi c transport services. The role of the Government will change as thes e The Government's Guide to Competition Policy (1 995) reforms are introduced. and th e Department of states tha t before competition is introduced to a Infrastructure will have a central role, including: market traditionally supplied by a public mono poly. responsibil ities for industry regulation will be r::::! administration of commercial contracts with removed from the public mono poly. and that th e public transpo rt operators Government will review: ~ establish ment of minimum service levels to be ~ the enti ty's appropri ate commercial objectives provided by operators

~ separa tion of natural monopoly from potentially ~ preparation of service contracts wh ich will pro­ competitive elements vide incentives to operators to develop customer oriented services which will lead to market ~ separation of regul atory from commercial growth functions R::! ensuring that services provided by individual ~ implementation of competitive neutrality operators are integrated to provide a seaml ess. ~ funding and delivery of Community Service integrated service Obligations (C50s) r::::! ensuring the provision of and access to fixed ~ price and service regulations infrastructure

~ appropriate finan cial relationships between the ~ ensuring the provision of coordinated customer public monopoly and its owner. information and response to cus tomer feedback in conjunction with service providers - th e Government has announced the establishment of VicTrip. a one-stop sho p for all public tra ns­ port service enquiries and bookings

r::::! in conjunction with th e Regulator-G en eral. dev eloping and implementing a regul atory regime to ensure that service provide rs meet leg­ islative and contractual obligations

~ responsibility for development and implementa­ tion of integrated strategic transport plans.

Tmnsporti ngMelbot/me proposes tha t implementation of National Competition Policy in the public trans- port sector will be based on franchise-based con­ that scope is maintained for further reforms, includ­ tracts and a regulatory framework which will: ing application of the franchise contract model.

13 specify minimum service levels (frequency, Road and rail networks are components of Victoria's hours ofoperation, and so on) overall infrastructure base on which Government has established a specific and coordinated focus I:::! provide incentives to operators to develop cus­ through the formation of the Department of tomer-oriented services which will lead to Infrastructure encompassing transport, planning, market growth local government and major public projects (includ­

II::! ensure integration ofservices between franchise ing the Agenda 21 civic infrastructure programJ. The areas or routes, including through-routing of ser­ Government has determined, as one of its primary vices to logical destinations long-term budget objectives, to ensure that Victoria

I:::! retain the multimodal ticket for trips involving has the infrastructure in place to attract new busi­ more than one mode or operator ness and contribute to a more productive economy. In the roads area, the Government has determined II::! ensure the highest standards of safety, security, that VicRoads' services and contracts will be subject and community acceptance to competitive tendering unless there are strong rea­ II::! regulate ticket prices for single-mode fares. sons not to do so. Road and rail priorities will have to fit within an overall infrastructure strategy which . Most individual public transport routes and service aims to obtain maximum value from the State's areas are natural monopolies for whichever operator existing assets as well as its new investment, and to serves them, so the essence of the franchise-based put in place arrangements for effective provision and contract is that the Government will contract with management of infrastructure in accordance with an operator to provide services to that route or area, priorities set by the Government to achieve its eco­ with outcomes as specified in the contract being nomic and social objectives. delivered at lowest cost. There are several ways in which this may be achieved, and these will be devel­ oped in the context of the implementation of the COMMUNITY SERVICE OBLIGATIONS National Competition Policy. Clarification of the roles of governments and service providers requires a clearer focus on community ser­ Consistent with this approach, the Government has vice obligations. In some cases, a service will be announced the disbanding of the Public Transport provided on non-commercial grounds, and fare and Corporation with Met Tram and Met Train to be charge concessions will be available to specific established as totally separate organisations and Met groups. Transporting Melbollme proposes a commit­ Bus to be divested. ment to: Other aspects of structural reform relate to the provi­ n:::! student and pensioner fare concessions sion of and access to road and rail infrastructure. With respect to the tram and suburban rail systems, 113 continue the NightRider bus service and con­ options include separate management and control of sider extension of the concept to certain tram the rail infrastructure in the context of National services Competition Policy (perhaps with an arrangement ~ weekend and evening services similar to that proposed for Track AustraliaJ. A fur­ ther option is for integrated management of B::! the Multi-Purpose Taxi Program. infrastructure and operation of services, with provi­ sion for open access to fixed infrastructure in accordance with competition policy principles. The Government has announced that Met Tram and Met Train will contract out infrastructure and vehicle maintenance requirements. There is a need to ensure Community Service Obligations represent a commu­ Tra11Sportillg Me/hal/me envisages a move towards a nity acceptance of the need for transport provision commercial publi c transport fare structure. with th rough such mechan isms as subsidies (that is, explicit payments for community services and spe­ where farebox revenu e does not cover costs), conces­ cific recognition of external costs and ben efits of sion fares. and school transport They are an integral transport. such as congestion and air quality. The component of the Government's welfare policy and multi modal ticketing system will be retained. but hum an services programs, rather th an a reflection of the re will be an increased emphasis on single-mode public transport finan cial performance. As such, tickets issued by individual operato rs, as a way of th ey need to be seen as a whole-of-Govern ment com­ encouraging the m to provid e better services and mitment. and therefore need to be explicit and grow the market . Therefore, because reason ably transparent. priced single-mode tickets would be chea per, users would choose multimodal tickets only for travel which truly involves a cha nge of modes or operators, 10.2 Transport pricing rather than as a defacto universal ticket. The signifi­ and fares cantly enhanced service levels envisaged in TransportingMe/hal/me can attract, over time. a higher A key link between transp ort supply and demand is cost recovery level to reduce the level of costs con­ the price that is paid for access to transport. A char­ tributed by the taxpayer. acteristi c of transport in cities everywhere is that th e price of transport (especially on congested roads) The introduction of automated ticketin g will pro­ rarely reflects full social costs, sin ce th e costs of vide greatly improved data to ass ist in fare reviews. externalities (congestion. noise. emissio ns) are no t which will continue to be undertaken only once per recognised by users. Over time. we need to move year. This data will also show the implications of the towards a situation where transport prices on all social. de mograph ic and tech nological changes modes better reflect thei r full costs . including the se which have occurred since the three zone system externalities. wh ile supporti ng the policy obj ectives was establishe d in 1989 (and since th e external outlined in Tra11Sportillg Me/hal/me. In th e meantime, boundary of the Met zone was established in 1983). since no mode covers its full costs. fares on publi c including anom alies at zone boundaries (for exam­ tran sport cannot cover operating and capital costs . ple. the contrasts between Met transport prices and Plann ing will therefore need to take place in th e tho se in developin g urban areas outside th e Met recogniti on that public transport fares will not pro­ boundary). This data will also assist in guiding the duce 100 per cent cost recovery. and tha t much move to a more commercial fare structure which public transport infras tructure will be provided at would be facilitated by a system which placed more taxpayers'. not users'.expense. However. where there empha sis on the local travel market needs outlined is scope for private sector involvement in the provi­ in Section 3 (Figure 8). sion or support of infrastructure, th at opportunity It is important th at the costs of providing transport will be sought. infrastructure and services is factored into decisions about urban development. in both developin g and developed areas. Developm ent cha rges will th erefore continue to be negotiated with developers,in cooper­ ation with local government.

Road infrastructure is paid for substantially from charges levied on road users, including tolls and the 3-cents-per-litre Better Roads levy. Despite thi s. as mentioned above. road users do not see themselves as paying for the costs of congestion which th ey impose on oth er road users in congested traffic . A watching brief will be kept on international develop- ments in real-time congestion pnc1l1g (a system The Melbourne City Council , as part of a review of its whereby road users pay a price which reflects the full 1992 Transport Strategy, has commenced a review of external costs which they impose on other road its parking limitation and parking generation policy. users) in order to foster public debate about the mer­ The Minister for Planning and local Government has its or otherwise of introducing such a system in endorsed the recommendation of the Planning Melbourne. Congestion pricing has a strong theoreti­ Advisory Council that car parking provisions in cal foundation and its use in Australian cities has Victoria be reviewed as part of the Government's been recently advocated by the Industry overall planning reform agenda. The review will Commission and others. However, there is no expec­ examine the parking requirements of metropolitan tation that real-time congestion pricing for existing planning schemes, review parking limitation poli­ roads will be introduced in Australian cities in the cies, identify key issues, establish a philosophical foreseeable future. basis for future parking provisions and develop mechanisms for coordination and assessment. 10.3 Parking provision It is expected that these reviews will be carried out with reference to the desired outcomes of the and limitation TrallSporting Me/bol/me and Living Sl/bl/rbs strategies, in policies particular the enhancement of public transport to provide better central city access. Provision for parking is an important component of an integrated transport and land-use strategy. Parking is a particular issue in inner and central 10.4 Working with other areas, where excessive parking provision can poten­ tially increase traffic congestion and detract from spheres of public transport in a setting where it is desirable to government foster its use. However, inadequate parking provi­ Many of the actions proposed in Transporting sion can detract from the environmental Me/bol/me will require effective relationships and attractiveness and commercial viability of the area joint action between governments. Some investment concerned. The Government and Melbourne City projects are potential candidates for funding under Council have long pursued a policy of encouraging various Commonwealth programs and policies, short-term parking for shoppers and business trav­ including the proposed Metropolitan Orbital ellers, rather than long-term commuter parking. In Transport Corridor, national highway access to keeping with this policy, limited application of park­ Melbourne, and possibly selected public transport ing guidance systems has been introduced, with the improvements. The Victorian Government will pur­ aim of directing customers to car parks with vacant sue opportunities for joint action. Priorities include spaces, and to reduce on-street congestion caused by sections of the Metropolitan Orbital and upgrading car drivers seeking a parking space. the Melbourne-Geelong Road as a national route.

There are currently about 41,000 car parking spaces in the CBD, of which about 34 per cent are private off­ street, 61 per cent public off-street, and 5 per cent metered on-street. In addition, there are a further 7,200 spaces in adjacent business precincts, includ­ ing St Kilda Road and Southbank. The supply of parking spaces in the CBD is not expected to change dramatically in the near future, but there will be a significant increase in adjacent areas, with about 7,700 spaces to be provided as part of the Casino and Exhibition Centre developments at Southbank. The impl ementati on of National Competition Policy USER-BASED TRANSPORT REFORM and the restruc ture of local government offer th e [! Defining clearer and more worka ble roles for the opportu nity to re-examine State and local govern­ governments and service prov iders. whether ment roles in the area of transport. Several of th e publicly or privately owned. directions proposed under th is strategy have the pote ntial for implementation as join t State and local [! The Department of Infrastructure lett ing com­ initiatives. and in some cases there is scope for local mercial contracts. wh ich encourage providers to government to take a greater role. for example: be focused on customers and market growth . within an overall policy framework coverin g ser­ [! local input to transport stra tegies and planning vice. safety and fare levels. service integration of public transport services an d service an d coor­ and access to fixed infrastruc ture. dination [! Extending commercial. ince ntive- and franchise­ [! use ofplan ning policies to encourage compa tible based contracts to all urban buses. land-use and transport development [! Considering the separation of infrastru cture [! expanded role in th e area of community management from service provision and opera­ tran sport tio ns. [! proVI SIOn of local transport faci lities such as buses. taxi sto ps and bicycle pat hs . as well as PR ICI NG AND FARES sta tion access [! Moving over time to transport prices wh ich [! facilitation of integrated development of strate­ reflect full community costs; monitoring over­ gic nodes and modal interchanges and urban seas developments in road pricing; moving to a centres more com mercial fare structure.

[! dissemination of information about transport services PAR KING

[! meeting commun ity service obligations in th e [! Takin g into accoun t the public tran sport area ofl ocal transport services enhance ment obj ectives ofT1'ansportingMe/bot/me as part of the parking reviews being conducted [! increased traffic manage ment and road safety by the Government an d the City ofMelbourne . responsibilities

[! facilitating developer contributions to transport WORK ING WITH OTHER facilities. including public transport services GOVERNMENTS [! taking a greater interest in freight tra nsport an d [! Encourag ing the Commonwealth Government to its contribution to the economic viability of th e support Victoria in the rebuil ding and reformi ng municipality. of the State's urban tran sport infrastruc ture of national significance. 10.5 Strategic focus [! Encouragi ng the rest ructured local councils to take up a more stra tegic and pro-active role in To ensure tha t the right government structures. con­ tra ns port. including: integrated transport and tract arra ngements. regula tions. competitive land-use planning;service coordination;work ing enviro nment and pricing regimes are in place to with service providers ; and provis ion and man ­ encourage efficie nt use of resources and customer­ agement oflocal transport services and facilities. oriented service delivery. the strategic focus will be on: --

11. The next steps -...... '. ., '.

Have your say about Melbourne's transport future

Now that you have had an opportunity to read TrallSporting Me/bol/me, we would like to hear your comments and views before the strategy is finalised.

Please forward your written response by 12 December 1996 to:

Tmnsporting Melbol/me Department ofrnfrastructure rrth Floor 589 Collins Street Melbourne Victoria 3000

For further information, call (03) 9619 6666.

Copies of this strategy can be purchased for $5 plus postage. There is also a free summary booklet called Transporting Melbol/me - A Sl/mmanJJor Pliblic Consultation. Both are available from:

Department ofInfrastructure Bookshop 477 Collins Street Melbourne Victoria 3000 phone: (03) 9628 5061 Fax:(03) 9628 5060

Infonnation Victoria 318 Little Bourke Street Melbourne Victoria 3000 phone: (03) 9651 4100 Fax:(03) 9651 41II September 1996

© Copyright Government of Victoria

production CPRCommunications & Public Relations

Design Brouhaha Design & Copywriting

Photography John Gollings - cover

Department of Infrastructure - 2

Printed on recycled paper. t: .

\it> T ictorio ON THE MDVE .

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