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4. Freight and Commercial Travel

The greatest impacts from freight growth in greater will be in, near and between ports, inter-modal freight terminals and industrial suburbs where the largest warehouses and distribution centres have been established. The will help improve the efficiency of freight and commercial travel by reducing road congestion and resolving conflicts between residential and commercial land uses and freight operations wherever possible.

What we want for 2020: Our Vision of a Sustainable and Integrated Transport Network

Melbourne remains the most cost effective centre for freight distribution in .

Future Growth of Freight

Freight activity is increasing at an even greater rate than Melbourne’s population. Economics and consumer demand has seen a proliferation of different products servicing the same market need. Full range supermarkets now stock 50,000 to 60,000 lines, four to five times the number of lines than a decade ago. This requires significantly greater warehousing and transport resources.

Metropolitan freight in greater Melbourne is forecast to grow at 3.52 per cent per annum from 2006 to 2020, with virtually all of this growth expected to be road-based. Urban freight movement is largely the preserve of road transport; rail carries very little of the urban freight task (see Figure 10)19. This is probably the most significant issue the City of Melbourne faces, given existing

19 BTRE (Bureau of Transport and Regional Economics), Freight measurement and modelling in Australia. 2006, report 112.

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levels of congestion and the difficulty in expanding infrastructure. Likewise, interstate freight is also forecast to grow, but will have a lesser impact on the City of Melbourne because there is additional infrastructure capacity beyond the metropolitan area and expansion of infrastructure is easier.

Figure 10: Victorian Freight Task: Million Tonnes per Annum (Mtpa). DoI 2004

The Port of Melbourne is Australia’s largest and busiest container and general cargo port. The freight and logistics industry in accounts for 23 per cent of the National freight task and contributes $16.7 billion annually to the Australian economy20. Overall approximately 50 per cent of Victoria’s production (by weight) originates in the Melbourne Statistical Division and nearly 70 per cent of the commodities have a destination there21

Freight movements here have a major effect on amenity for residents, although many other parts of the City of Melbourne are affected too. The Port

20 Ports and Marine Division, Department of Infrastructure, The Freight task in Victoria, 2002 21 Maunsell/NIEIR, Assessment of the Freight Task, 2002

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of Melbourne is located on the western fringe of the CBD, adjacent to established residential areas (such as at North/West Melbourne and Kensington) and new mixed use areas such as Docklands.

Growth at the Port of Melbourne averaged 7.3 per cent per annum for the last decade, which has placed great pressure on landside transport links. However, if the channel deepening project in Bay and the does not proceed, the Port of Melbourne’s share of south-eastern Australia’s international containerised trade is likely to gradually decline. The Impact of Oil on Freight

The limited availability of oil-derived fuel will have a profound impact on how goods are produced, how raw materials are sourced and how finished goods are distributed. A peak in global oil production is likely to occur during 2010–2025, with oil prices predicted to double, triple and even quadruple unless alternative fuels succeed in powering a significant amount of freight and therefore reduce demand for hydrocarbon fuels. Liquid Natural Gas (LNG) seems the most promising alternative fuel at this point, based on supply resource estimates, availability and current use in diesel engines.

Freight Movement by Rail

Freight between Gippsland and Melbourne traverses the Dandenong – Caulfield – Flinders Street – Spencer Street – Dynon Terminal corridor, and is limited by a lack of available train paths during passenger peak hours. These freight trains are also limited to the newer concrete viaduct by the Yarra River, between Flinders and Spencer Street Stations. This limitation would have some impact on the ability for the Victorian Government to meet its target of 30 per cent of port-related freight to be carried by rail by 2010, up from 10 per cent in 1999. However, it is also noted that any significant increase in freight rail along this corridor may cause amenity issues in the City of Melbourne.

Almost all other freight traffic originating in or departing the Port of Melbourne passes out of the Dynon Terminal through the Bunbury Street

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tunnel and along a small section of track from Footscray to Tottenham. There is significant congestion on this rail corridor, resulting in delays and lack of rail paths at some times. A lack of additional land for development, combined with terminals that are operating at capacity due to limited rail infrastructure, means that any glitch in the system impacts on service delivery. There is little chance of making up delays.

The Australian Rail Track Corporation (which manages the interstate railway tracks), VicTrack (which owns all the land and infrastructure in Victoria used for the public train system) and Pacific National, the country’s largest private rail freight business, all have upgrade plans in varying stages of development to address these congestion problems. VicTrack and the Department of Infrastructure are also developing a Master Plan for the Dynon rail yards (part of the Victorian Government’s Port@L project).

A total of $40 million has been allocated for new crossing connections that will allow trains to move more freely from the Adelaide-Melbourne-Sydney mainline onto a port line at Tottenham. This will be achieved through installation of a new bi-directional rail line between Tottenham junction and the Bunbury Street tunnel at West Footscray. In addition, the Tottenham- Port of Melbourne line will be realigned, its signalling improved and heavy duty rail laid. This will enable the holding of three 1500 metre and three 900 metre freight trains on the track.

This upgrade will solve short to medium needs and works within the existing road and rail corridors to improve freight throughput capacity, but in the longer term the Victorian Government’s target of 30 per cent of port-

Figure 11: Dynon Road Rail Link 74 Page 81 of 185

related freight to be carried by rail by 2010 is limited by height restrictions (preventing double stack containers) and capacity issues on this corridor.

The Port of Melbourne’s only rail freight access to the Dynon Terminal is via a single, dual gauge line crossing Footscray Road, which has priority for road traffic. This is being addressed by the Port Rail Link (Figure 11) development which includes grade separating this crossing by realigning and raising

Footscray Road. This link will provide dedicated rail links to the port, separation from road traffic and the potential to extend rail access to Webb Dock.

Policy:

· Council supports the development of new and more efficient rail transport infrastructure that balances the competitive advantage of roads and ensures the continued growth of the Port, including the Port Rail Link and the development of rail terminals in outer suburbs. · Council supports reinstatement of rail access to Webb Dock but wants any associated river crossing to be sympathetic to the Docklands’ residential and commercial amenity and to minimise impact on watercraft moving to and from Victoria Harbour. · Council supports the development of shuttle and freight-only rail lines, provided that impacts on existing residents, businesses and river traffic are minimised. · Council planning policy will require acoustic attenuation measures for dwellings and businesses adjacent to major freight routes and in vicinity of the Port. · Council supports extensions and new links for freight rail access from the western suburbs to the Port, including adding capacity to the existing link though the Bunbury Street tunnel.

Short Term Action:

· Work with the Department of Infrastructure and the Port of Melbourne Corporation to identify actions to manage and respond to any future traffic and land use conflicts in vicinity of the Port and its rail and road freight routes. 2006-2008 75 Page 82 of 185

Freight Movement by Road

Undoubtedly the largest single issue affecting freight in Melbourne is road congestion.

There are really no alternatives to road transport for freight distribution around large cities such as Melbourne. Door to door services require road, even if some line haul tasks can be performed by rail.

It is generally estimated that freight vehicles constitute 15 per cent of vehicles on the road.

Road conditions are generally acceptable except in peak hours, but difficulties lie in east-west arterial road linkages, where both Footscray and Dynon Roads lead into residential and mixed use areas. Large trucks tend to use CityLink, but company directives and perceived time savings can sometimes mean freight vehicles travel through local areas causing problems for residents, particularly in adjacent residential areas such as Kensington and West Melbourne.

Initiatives aimed at decreasing congestion on the freight rail system will improve amenity, reduce environmental impact and have a medium to high level of economic performance.

Congestion and Freight

If it is assumed that each freight vehicle has 2.5 times the impact on the traffic stream as each light vehicle, this gives freight vehicle contribution to road congestion as (2.5 x 15 + 85) / 130 = 30.6 per cent, with light vehicles (that is predominately cars) comprising the remaining 69.4 per cent.

Hence, initiatives which reduce the number of light vehicles on the road have the greatest potential to improve the efficiency and economic performance of freight vehicles. They also have real potential to improve environmental performance, as reduced congestion reduces stop start acceleration, and associated noise and exhaust emissions.

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Policy:

· Council will restrict through-traffic and freight access to local roads. · Council will support measures to reduce empty running or partial loading to and from the Port of Melbourne – thereby decreasing the number of trips required and environmental impacts. · Council encourages road freight links that avoid residential and mixed use areas.

Short Term Action: · As part of the Council’s submission to the Victorian Government’s assessment of the east-west corridor

proposal, stress the importance of removing barriers to freight movement in an east west direction, and the need for stronger linkages between the western suburbs, the Port, CityLink and the east, whilst minimising the

impacts on residential amenity (as shown on page 80). 2006-2008

Construction Traffic, Medium Trucks, Courier and Trade Vans in the Central City and Local Areas

Large road vehicles try to avoid the CBD as much as possible, but vehicles delivering construction materials to CBD sites have no alternative. Construction activities can contribute significantly to congestion in localised areas.

Drivers usually seek the easiest physical route and try to avoid congestion from light vehicles by timing first deliveries in the morning before the peak hour, and subsequent deliveries during the middle of the day. Most construction work ceases by 4.30pm or 5.00pm, due to conditions of approval, award arrangements and noise concerns.

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Medium sized trucks provide most deliveries to retailers. Two major concerns include the difficulty of manoeuvring to and from building loading docks and the lack of on-street loading zones.

Most goods are delivered in the early morning and outward goods collected in the late afternoon, so these vehicles have little scope to avoid peak periods. As they generally operate from depots in outer suburbs, they have difficulty avoiding afternoon peaks, but are often in front of morning peaks. Many of these trucks spend several hours a day parked in the City, waiting for afternoon collections.

Vans have difficulty finding loading zone parking during the day, and are hampered by congestion from light vehicles as they have little opportunity to avoid peak periods. Tradespeople have great difficulties with parking for extended periods near the sites where they work, which is an important issue as their vans can serve as mobile workshops too.

The impact of light commercial vehicles (vans and trucks under 4.5 tonnes) has increased steadily since 1998, both from increasing vehicle numbers and also kilometres driven.

§ They represent a little less than 70 per cent of freight vehicles – but carry just 10 per cent of the freight task.

§ After cars, which make up 76per cent of kilometres driven, light

commercials are next with 15.6per cent.

In the Central City, the majority of light vehicles are driven by workers and visitors or comprise light weight freight to the City. Because of this, congestion and parking are significant issues.

Residents have concerns with parking, including competition with visitors and workers, congestion, and reduced amenity from traffic noise and fumes. Workers and visitors often have similar views, particularly in the vicinity of major institutions such as universities and hospitals.

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Improving the arterial road infrastructure to accommodate larger freight vehicles (e.g. rest areas, turning areas, freight priority lanes) will have a high impact on economic performance, while also delivering benefits in terms of amenity and reduced environmental impact.

Policy:

· Council will direct service delivery operations to times that avoid commuter peak periods and times that may impact on residential amenity in certain areas.

Short Term Action:

· Review loading zone provisions and signage in activity centres. 2007-2008 · Work with the Victorian Waste Management Association and residents to promote further take-up of the Waste Management Code of Conduct, which limits the hours of operation for commercial waste collection near residential dwellings. 2006-2020

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An option for improving freight movement in Melbourne

Moving Freight

In 2003 trucks represented less than five per cent of traffic on the Eastern Freeway 22. However, with industrial land prices along Eastlink increasing by over 30 per cent, and with the completion of the Eastlink toll way, freight traffic will increase along the Eastern Freeway and move through the North Central City Corridor to CityLink and the Port of Melbourne. This is a natural alternative to the heavily congested Monash/ West Gate/ Princes east – west route but this will dramatically escalate traffic impacts, congestion and residential amenity throughout Carlton, Parkville and North Melbourne. Car traffic from the Eastern Freeway is primarily seeking access to the CBD and south down Punt Road - this travel demand can only be addressed by a rapid transit system to the Doncaster/ Donvale region. Through freight traffic however must be addressed by a long term option which will address specific issues in the North Central City Corridor such as limited road space, amenity issues of increasing road traffic, and the need for an alternative to the Monash east- west freight corridor. Freight access to the Port of Melbourne is also constrained by road congestion in the Footscray and Yarraville area, (impacting on residential amenity) and capacity constraints on the .

An Option: A northern east-west freight link would maximise the attractiveness and competitiveness of Melbourne as the freight and logistics hub of south east Australia, whilst addressing residential, community and environmental concerns associated with the completion of the Eastlink project. Such a project would: · Relieve road congestion in the inner north – particularly in Alexander Parade, Princes Street, and Gatehouse Street and through Royal Park. It would allow surface roads to be reclassified and reclaimed enabling easier movement by local traffic, walking, cycling and public transport, and improve the amenity between the CBD and the Inner northern suburbs; · Maximise the potential of Footscray as a Transit City by releasing land to be used for development and improve amenity by alleviating through rail and road traffic from the heart of the activity centre; · Complete a parallel road alternative to the to enable management of road freight from the Eastern and South Eastern suburbs; and, · Maximise the life and efficiency of the Port of Melbourne with the provision of direct access to freight links at its doorstep linking in all directions.

22 Department of Infrastructure, North Central City Corridor Study, 2003

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Summary of Policies

· Council supports the objectives and projects outlined in the Victorian Government’s Transport and Liveability Statement: Meeting Our Transport Challenges...... 22

· Council recommends the Victorian Government establish a high capacity fixed rail service to link the Doncaster/Donvale area (the most substantial Melbourne catchment) to the City as soon as possible...... 22

· Council recommends the Victorian Government plan for rail extensions and associated infrastructure in the following corridors: from Sunshine to Melton, Sydenham to Sunbury, Upfield to Roxburgh Park, Epping to Auroara and Mernda, Cranbourne to East Cranbourne, Frankston to Mornington, Broadmeadows to Craigieburn, CBD to Melbourne Airport, and Huntingdale to Rowville (including Monash University)...... 22

· Council recommends the Victorian Government plan for construction of new rail tunnels to increase the capacity of the City Loop and to serve the wider city – including Carlton, Parkville and St Kilda Road. (See page 43)...... 23

· Council recommends the Victorian Government develop Park and Ride facilities at major transport nodes in the outer metropolitan region...... 23

· Council will partner with transport providers and Victorian Government Agencies to improve amenity, safety and access around transport stops and stations...... 23

· Council supports the ‘Think Tram’ priority program (see p. 59) and will pursue other tram priority measures and ongoing improvements to tram services, particularly along key routes shown on Map 3...... 24

· Council supports the construction of tram superstops, with a strong preference for intersection stops where possible, and avoiding any further loss of tram stops in the Central City...... 24

· Council recommends the Victorian Government further pursue tram and bus priority measures to increase frequency, punctuality and service improvements simultaneously...... 26

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· Council supports the provision of improved bus services as a temporary measure to connect the City and outer suburbs until rail services are built...... 26

· Council recommends the Victorian Government accelerate the replacement of older buses with buses that use low emission fuels, or other alternative technologies...... 26

· Council supports the Victorian Government’s commitment to ‘Better Taxi Services’ and will work closely with the industry to acknowledge and value the role of taxis, and enhance their contribution to public transport...... 27

· Council will sponsor and manage information programs to encourage use of sustainable transport choices, with workplaces, schools and communities...... 28

· Council will engage with businesses, educational institutions and the community to promote the spread of peak hour travel demand...... 28

· Council will promote the strategic and targeted use of free or discounted public transport tickets to influence personal travel behaviour...... 28

· Council will work with transport providers to better manage travel demand and increase the attractiveness of short trips...... 28

· Council will work with public transport operators to ensure that extended public transport services are provided and publicised for major events...... 29

· Council supports the use of combined tickets (event entry and public transport) to promote the use of public transport during major events...... 29

· Council will work with major event managers to better provide for and promote walking and cycling to major events...... 29

· Council will develop marketing campaigns and initiatives that encourage City access by sustainable transport...... 29

· Council supports efforts to communicate the real cost of car ownership and driving amongst the community...... 30

· Council recommends the Federal and Victorian Governments review taxation and charging policies, including fringe benefit tax, which distort the real costs of car driving and undermine the development of attractive salary packages that include subsidised public transport for workers...... 30

· Council recommends the Federal Government adopt the recommendations of the Sustainable Cities report, especially recommendations 6 and 7 with regard to public transport funding...... 30

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· Council will oppose any increase to the traffic capacity of Princes Street, Cemetery Road, MacArthur Road, Elliott Avenue and Racecourse Road...... 32

· Council supports the development of new transport infrastructure in the Northern Corridor to improve public transport access to the City and to materially improve existing conditions for local traffic on surface roads through ‘traffic calming’ measures. Should an east-west underground link be built Council will require a substantial reduction of east-west surface traffic in Carlton and North Melbourne...... 32

· Council strongly supports Victorian and/or Federal Government funding for a fixed rail service to Doncaster/Donvale...... 33

· Council will continue to discourage through traffic that detrimentally impacts on the attractiveness and economic competitiveness of the City...... 34

· Only when capacity issues on public transport have been addressed, will Council consider a London-style congestion levy or ‘City Access’ charge to moderate demand for Central City private vehicle access at peak periods...... 34

· Council will promote the use of CBD parking facilities on weekends...... 36

· Council planning policy will continue to discourage long-term parking, particularly commuter parking, in the Central City and in all other activity centres...... 37

· Council planning policy will require less on-site parking for occupants from development sites with excellent access to public transport and in proximity to extensive cycle and walking routes...... 37

· Council encourages the conversion of long-term commuter parking into affordable short-stay parking...... 37

· Council supports the use of parking policy, including price mechanisms, as a way of limiting long-term parking and encouraging greater supply of short-term affordable parking...... 38

· Council will consult with motorcycle user groups when changes to existing motor cycle parking are contemplated,...... 39

· Council will follow and promote VicRoads guidelines in Provision for On-Road Motorcycle Parking Motorcycle Note No. 7 (April 2001) when making provision for on-street motorcycle parking facilities...... 39

· Council will endeavour to increase supply of motorcycle parking in congested areas to reduce the need to park on footpaths...... 39

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· Council will prohibit motorcycle parking in locations where pedestrians or other activities that are complementary to walking would be obstructed...... 39

· Council will monitor technological advances in fuel efficiency and alternative fuels and will work with interested groups in pursuing this agenda...... 39

· Council will support measures to combat pollution and smog, such as annual vehicle emissions tests and car free days...... 39

· Council will support the introduction of differential taxes and charges for vehicles, based on efficiency...... 39

· Council will purchase vehicles that have low emission levels and/or use cleaner fuels, and encourage its service providers to do likewise...... 40

· Council will support the provision of high quality, real-time information for passengers at Melbourne and Avalon Airports about getting to and from the Central City...... 41

· Council encourages the improvement of airport bus services to Melbourne Airport...... 41

· Council will acknowledge regional and interstate rail options when it markets the City of Melbourne as a destination to regional and interstate markets, wherever practical...... 41

· Council supports better planned coach parking in the Central City...... 42

· Council supports walking as the mode of choice for residents, workers and visitors in inner Melbourne...... 47

· Council will ensure that walking environments are connected, safe, comfortable and pleasant...... 47

· Council will increase pedestrian priority in the CBD and local areas, including reduction of waiting times at traffic signals, particularly on the City’s wide boulevards...... 47

· Council will manage pavement space in such a way as to ensure uses such as kerbside cafes, motorcycle parking, advertising signs, utility poles and pedestrian activities are balanced...... 47

· Council will provide an effective, safe and engaging environment for all pedestrians in the City of Melbourne...... 48

· Council will design public spaces to accommodate all abilities, wherever appropriate...... 48

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· Council will progressively apply a ‘blanket’ 40 km/h speed limit in the CBD and local areas to help reduce pedestrian injuries, improve the walking and cycling environment, and simplify speed zones for motorists...... 51

· Council will increase road space allocation for pedestrians, particularly in the retail core, Central City and inner city activity areas...... 51

· Council planning policy will encourage mixed land use with active street frontages and a walkable scale...... 52

· Council will continue to support improvements to the amenity and safety of laneways by encouraging active uses, public art and improvements to lighting to ensure safe and convenient personal access...... 52

· Council will focus on road design and maintenance to make cycling a safer mode of transport...... 54

· Council encourages Victoria Police to actively enforce road rules so that both cyclists and motorists are aware of the need to share road space; and will communicate the need for mutual respect amongst all road users...... 54

· Council planning policy will require the provision of secure, undercover bike storage, lockers and showers in offices, institutions and major developments. ..55

· Council will, in association with neighbouring municipalities, complete the regional cycle network...... 56

· Council will continue to work with the Victorian Government to promote and distribute information on existing cycle, pedestrian and public transport networks available to city users, through such programs as TravelSmart...... 56

· Council supports the improvement of tram and bus frequency and reliability through the introduction of tram and bus-only lanes and priority intersections. .60

· Council supports the construction of tram superstops, with a strong preference for intersection stops where possible, and avoiding any further loss of tram stops in the Central City...... 60

· Council will create safe and effective pedestrian links to City train stations, tram and bus stops...... 61

· Council recommends the Victorian Government plan for the extension and improvement of public transport services to areas as shown on Map 3...... 61

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· Council recommends the Victorian Government plan for construction of new rail tunnels to increase the capacity of the City Loop and to serve the wider city – including Carlton, Parkville and St Kilda Road. (See page 42)...... 61

· Council will use the Carlton Parking and Access Strategy and the Parking and Access Management Framework as a basis for parking and access management for other neighbourhoods...... 65

· Council will support car sharing as a viable alternative to car ownership in the City of Melbourne...... 66

· Council will provide, wherever appropriate, on-street, special permits or access to off-street spaces for car sharing activities throughout the City of Melbourne.66

· Council will work with Parks Victoria to promote and encourage water transport as a useful transport choice for those enjoying the City’s sports and entertainment precinct, the Arts precinct and the entertainment and dining precincts of Southbank and Docklands...... 67

· Council planning policy will require new major developments to maximise public transport, cycling and walking take-up by new occupants; to limit parking where access to public transport is excellent; and to contribute toward transport infrastructure (such as trip-end facilities for cyclists) and sustainable transport linkages, wherever possible...... 69

· Council will prioritise public transport, walking and cycling access in all parts of the CBD...... 70

· Council supports the development of new and more efficient rail transport infrastructure that balances the competitive advantage of roads and ensures the continued growth of the Port of Melbourne, including the Port Rail Link and the development of rail terminals in outer suburbs...... 75

· Council supports reinstatement of rail access to Webb Dock but wants any associated river crossing to be sympathetic to the Docklands’ residential and commercial amenity and to minimise impact on watercraft moving to and from Victoria Harbour...... 75

· Council supports the development of shuttle and freight-only rail lines, provided that impacts on existing residents, businesses and river traffic are minimised. ..75

· Council planning policy will require acoustic attenuation measures for dwellings and businesses adjacent to major freight routes and in vicinity of the Port...... 75

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· Council supports extensions and new links for freight rail access from the western suburbs to the Port, including adding capacity to the existing link though the Bunbury Street tunnel...... 75

· Council will restrict through-traffic and freight access to local roads...... 77

· Council will support measures to reduce empty running or partial loading to and from the Port of Melbourne – thereby decreasing the number of trips required and environmental impacts...... 77

· Council encourages road freight links that avoid residential and mixed use areas...... 77

· Council will direct service delivery operations to times that avoid commuter peak periods and times that may impact on residential amenity in certain areas...... 79

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7. Summary of Short Term Actions

1. Identify and actively advocate for extensions and new lines to the fixed rail system to improve access to the city and outer metropolitan suburbs. 2006- 2020 ...... 23 2. Work with the Victorian Government to develop an action plan for implementing the ‘Think Tram’priority program and associated capital works, service and program improvements within the City of Melbourne. 2006-2011...... 24 3. Work with the Victorian Government to facilitate the development of additional City of Melbourne locations for tram superstops, with a strong preference for intersection stops where possible, and the avoidance of further loss of tram stops in the Central City. 2006-2011...... 24 4. With the Department of Infrastructure, assess the feasibility of reorganising bus routes in the CBD and providing dedicated road space, priority and superstops on key routes such as Lonsdale and Queen Streets. 2006-2008 ...... …26 5. Actively encourage Bus Association Victoria and bus operators to prioritise city buses for replacement with low emission vehicles. 2006- 2020...... 26 8. Work closely with the taxi industry, disability action groups and other stakeholders to improve the knowledge and service levels of operators and drivers...... 27 9. Deliver direct marketing programs such as ‘TravelSmart’ across the City of Melbourne which actively promote public transport. 2006-2020...... 28 10. Work with Metlink to actively promote public transport as the primary means to get to the City for events and work. 2006-2020...... …28 11. Work with Metlink to explore the possibilities of promoting public transport through initiatives such as:...... 28 a. offering City residents discounted public transport as an alternative to resident parking permits;...... b. offering new City employers ‘green travel’ promotional packages (such as TravelSmart) that include information on public transport, free public transport tickets and other items; and......

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c. working with City retailers to develop a ‘smart card’ loyalty scheme whereby shoppers are offered credits for discounted public transport in return for money spent in the City 2006-2010...... 12. Develop a City Access promotional campaign – a collaborative multimedia campaign (involving operators of car parks, public transport and park-and-ride facilities) that highlights how easy it is to get to and around the City for shopping, entertainment, short-stay business and tourism. 2006-2011 ...... 29 13. Actively participate in the Victorian Government assessment of the east-west corridor as outlined in the Victorian Government’s Transport and Liveability Statement Meeting Our Transport Challenges. 2006-2007...... 33 14. Work with the Victorian Government and the City of Yarra on a management and capital works program to minimise the impacts of City-end traffic from the Eastern Freeway before East Link is completed in 2008. 2006-2008 ...... …33 15. Initiate policy discussions with Victorian Government agencies and the operators of toll roads to introduce variable pricing mechanisms. 2006- 2008………………………………...... 34 16. Prepare a Planning Scheme Amendment which seeks to extend the Parking Limitation Policy to business and mixed use areas well serviced by public transport. 2007-2008 ...... 37 17. For parking meters, investigate and (where appropriate) implement variable pricing for peak and off- peak times. 2006-2010...... …38 18. Use pricing mechanisms in Council’s own off street car parks (City Square, Council House and Elgin Street) to demonstrate the commercial viability of short- stay off street parking 2006-2020...... 38 19. Develop purchasing and tendering policies which encourage Council service providers (including car fleet) to utilise sustainable transport options and fuel efficient vehicles. 2006-2008...... 40 20. Explore and actively pursue options for a new coach terminal in the Central City including re-examination of coach parking/ terminal facilities at the Russell Street extension. 2006-2008...... 42 21. In conjunction with adjoining municipalities, reinforce the City of Melbourne’s key regional walking routes (see Map 1) through appropriate design treatment, signage, surface treatment, and road management. 2006-2010 ...... …47

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22. Review and reduce pedestrian signal wait times on key pedestrian routes, prioritising the Central City, regional walking links and pedestrian priority areas shown on Map 1. 2007- 2020 ...... 47 23. Upgrade pedestrian and cycling amenity along Northbank Promenade in Banana Alley, initially between Sandridge Bridge and Queens Bridge. 2006- 2007...... 47 24. Evaluate streets and lanes for future partial traffic closures (or shared zones) to improve CBD pedestrian safety and amenity. 2007-2020 ...... …47 25. Undertake mobility audits along key pedestrian routes identified in Map 1, and at key public transport interchanges identified in Map 3 to design and advocate for better access by people of all abilities. 2007-2020 ...... …48 26. Introduce a 40km/h speed limit in the CBD retail core 2007-2008...... 52 27. Resolve signage issues and simplify speed zones to a common 40km/h limit in the CBD (except Swanston Street) and in appropriate local areas. 2008- 2010 ...... 52 28. Identify dedicated routes for cyclists to resolve issues where bike trails meet City gardens. 2006-2010...... 54 29. Provide a pedestrian/cycle bridge at Manningham Street, Parkville to improve the safety and connectivity of the Capital City Trail for cyclists accessing Flemington, Kensington, Docklands and the City. 2006-2008...... …54 30. In developing a new bike plan and associated implementation timetable, maximise the number of off road cycle routes and the utilisation of innovative surface and design treatments for on-road routes, wherever possible. 2006-2007 ...... 54 31. In addition to sponsoring Ride to Work Day and promoting the ‘Share the Road’ campaign, develop new partnerships with the Victorian Government and VicRoads to establish new educational and promotional programs which promote cycle safety – particularly for children and young people, and new drivers. 2006- 2020...... 54 32. Investigate the viability of a ‘Cycling Superstation’ and alternatives which would provide accessible end-of-trip facilities for all CBD cyclists. 2006-2007...... 55 33. In conjunction with adjoining municipalities, reinforce the City of Melbourne’s key regional cycling routes (see Map 2) through appropriate design treatment, signage, surface treatment, and road management. 2006- 2020…………………..56

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34. Working with VicRoads, cycle users and other stakeholders, build on the Principle Bicycle Network (PBN) by identifying new on road and off road routes within the City of Melbourne. 2006-2020 ...... 56 35. Work with the Victorian Government, the City of Port Phillip and other stakeholders to improve tram operations through Melbourne’s prime tram corridor, St Kilda Road. 2006-2008...... 60 36. Work with the Victorian Government and Yarra Trams to implement the Think Tram program 2006- 2011 ...... 60 37. Continue to provide a CBD Tourist Bus Service with a view to upgrading it to a Tourist Tram Service. Review 2007-2008...... 60 38. Widen the Little Collins Street footpath between Spring and Exhibition Street to provide better connections to Parliament Station. 2006-2007…………………..61 39. Improve integration of key cycle and pedestrian routes in the western end of the CBD with the Southern Cross Station 2007-2008 ...... …61 40. Plan and encourage for the construction of new tram tracks to address network gaps and opportunities for new connections, shown on Map 3. 2006-2020...... 61 41. Review the approaches to other public transport stops (train, tram and bus) to identify pedestrian safety, access and amenity issues. 2006-2020 ...... 61 42. Create better pedestrian links from Southbank to Flinders Street and Southern Cross Stations. 2007-2010 ...... 61 43. As a priority, apply the principles of the Carlton Parking and Access Strategy and Access Management Framework to North and West Melbourne and Southbank 2006-2008 ...... 65 44. Carry out a study to determine the ‘real’ versus ‘perceived’ links between retail productivity and on-street parking and review activity centre parking management when the results of this research are known. 2006-2008...... 65 45. Seek expressions of interest to establish car share services in City of Melbourne neighbourhoods. 2006-2010 ...... 66 46. Identify and target CBD parking station locations and major residential developments that would be suitable for a car sharing service. 2006- 2020 …66 47. Actively lobby the Victorian Government to establish car sharing services at the Former JJ Holland Park housing estate in Kensington and at the Carlton Housing Estate. 2006- 2007...... 66

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48. Upgrade the urban amenity around North Melbourne and South Kensington Stations to encourage the appropriate redevelopment of key sites and to promote public transport use by new residents in the area. 2006-2008……………………68 49. Include a provision in the Melbourne Planning Scheme that requires integrated travel plans for all major developments. 2007-2008 ...... …69 50. Update the road hierarchy to reflect the following:……………………………..70 a. That public transport, cycle and pedestrian access within the CBD will be prioritised...... b. That the inner regional routes shown in Maps 1, 2 and 3 will be prioritised and reinforced through appropriate treatment, design, and traffic management...... c. That laneways serve as important pedestrian areas and a means of accessing car parks, but that a range of activities will be encouraged to ensure vitality...... d. That a north-south tram loop is recognised. 2008-2010 ...... 51. Work with the Department of Infrastructure and the Port of Melbourne Corporation to identify actions to manage and respond to any future traffic and land use conflicts in vicinity of the Port and its rail and road freight routes. 2006- 2008...... 75 52. As part of the Council’s submission to the Victorian Government’s assessment of the east-west corridor proposal, stress the importance of removing barriers to freight movement in an east west direction, and the need for stronger linkages between the western suburbs, the Port, CityLink and the east, whilst minimising the impacts on residential amenity. (as shown on page 80) 2006-2008 ...... 77 53. Review loading zone provisions and signage in activity centres. 2007-2008 .....79 54. Work with the Victorian Waste Management Association and residents to promote further take-up of the Waste Management Code of Conduct, which which limits the hours of operation for commercial waste collection near residential dwellings. 2006-2020 ...... 79

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Appendix 1:

Future Metropolitan Public Transport Options

In late 2005 the City of Melbourne commissioned three groups of academics to make recommendations on future transport options across metropolitan Melbourne that would provide for the growth of the City of Melbourne whilst protecting and enhancing liveability and amenity.

1. Dr Jan Scheurer, Prof. Peter Newman and Prof. Jeff Kenworthy outlined a 25 year blueprint for rail and tram network development (figures 7 and 8).

2. Dr Paul Mees recommended:

§ Future planning should be evidence-based, rather than conviction- based; § Incentives for sustainable travel (walking, cycling and public transport) with disincentives for auto travel; § Maximising the value obtained from the existing transport infrastructure; § A new public transport agency, new institutional and funding arrangements; § Encouraging heavy freight to use rail, incentives for freight to use key motorway routes (changes to tolls and provision of truck only lanes) and disincentives to deter trucks from inappropriate residential roads (such as Princes/ College/ Macarthur Streets in Carlton and Parkville). 3. Professor Graham Currie’s report key points were:

· Economic growth and development have driven growth in travel – mostly car based; · Existing transport infrastructure is under great pressure; growth will exacerbate and spread existing problems; · The impacts of car dependency impacts on the attractiveness of the City and the long term sustainability of car makes Melbourne less competitive in terms of attracting people who have a choice of where to live.

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Professor Currie then assesses various options for Melbourne’s transport future. He proposes a North-South underground project which is the basis of the ‘Getting People’ proposal on page 43.

The complete reports were published in full in the City of Melbourne draft Transport Strategy of February 2006, and are available from the City of Melbourne website.

Figure 12: Public Transport Target Network 2030 (Newman, Kenworthy and Scheurer)

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Inner Melbourne. See Fig: 7

Figure 13: Public Transport Target Network 2030 (Outer Melbourne), (Newman, Kenworthy and Scheurer)

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Appendix 2: Development of the Strategy

To guide the preparation of the City of Melbourne Transport Strategy 2020: Moving People and Freight, Council established a stakeholder reference group, the Melbourne Transport Committee. The MTC identified 13 key transport issues that needed addressing and papers on each were produced.

The actions, strategies and tools identified in the City of Melbourne Transport Strategy 2020: Moving People and Freight are a result of feedback on these issues papers and extensive consultation with local, State and Federal Government agencies, stakeholder transport groups, businesses, noted academics and the wider community. A total of 232 submissions were received from the public, the majority on the topics of cycling, walking and public transport).

Melbourne Transport Committee members · Bicycle Victoria · Bus Association Victoria · City of Melbourne - City Assets and Services - City Strategy and Development · Committee for Melbourne · Department of Infrastructure · Vic Urban · Coalition of Residents Associations · Officer representatives of the Cities of Port Phillip, Yarra and Maribyrnong · Melbourne Ports Corporation · MetLink · Connex · Yarra Trams

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· Property Council of Australia · Public Transport Users Association · RACV · VicRoads · Victorian Taxi Association · VTA (Victorian Transport Association)

Structured Discussions with Stakeholders Connex Wilson Parking Sustainability Victoria Victorian Transport Association Adjoining local governments Yarra Trams VicTrack Department of Sustainability and Environment CityLink

Issues Papers 1. Cycling 2. Economy and Transport 3. Environment and Transport 4. Freight 5. Health Safety Security and Transport 6. International Experiences 7. Land Use and Transport 8. Melbourne Road Network 9. Parking 10. Public Transport 11. Taxis 12. Travel Demand Management 13. Walking

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Glossary

Metropolitan Melbourne

Refers to metropolitan Melbourne as a whole.

Inner Region

The Inner Region of metropolitan Melbourne comprises the municipalities of Melbourne, Port Phillip, Yarra and Stonnington (west of Kooyong Road).

City of Melbourne/the City

The municipal area.

Council

The Melbourne City Council.

CBD/Hoddle Grid

The CBD or the Hoddle Grid is the City grid originally surveyed by Robert Hoddle, and is bounded by Spencer, Flinders, Latrobe and Spring Streets.

Central City

This is defined as the central area of the City of Melbourne, covering the Hoddle Grid/Central Business District (CBD), the northern edge of Southbank, and the area up to Victoria Street and containing the Queen Victoria Market (bounded by La Trobe, William and Peel Streets).

Intermodal

An intermodal transport network allows travellers to move easily between more than one mode of transport such as walking (mode 1) and then getting on a bus (mode 2). Park and Ride is an example of an intermodal trip.

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Park and Ride

Public transport stations, particularly train stations, that allow commuters to leave their personal vehicles in a parking lot and transfer to a rail or bus system for the rest of their trip. The vehicle is stored in the lot during the day and retrieved when the commuter returns. Park and rides are generally located in the suburbs of metropolitan areas or on the outer edges of cities.

Travel Demand Management (TDM)

A general term for strategies that result in more efficient use of transportation resources. Such strategies could include: Improved Transport Options; Incentives To Use Alternative Modes and Reduce Driving; Parking and Land Use Management; Policy and Institutional Reforms23.

Local Areas

Suburbs, part of suburbs, or distinct geographic areas falling within the City of Melbourne municipal area:

Central City

Southbank

Docklands

St Kilda Road

South Yarra

East Melbourne and Jolimont

Domain Parklands and Sports and Entertainment Area

Carlton

Parkville

North and West Melbourne

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Kensington and Flemington

West Melbourne Industrial Area

Port Melbourne (Fishermans Bend)

Port of Melbourne

Retail Core

Central retail area comprising the area generally bounded by Elizabeth, Flinders, Russel and La Trobe Streets.

Boulevards

· St Kilda Road

· Elizabeth Street North

· Victoria Parade

· Royal Parade

· Flemington Road

· Footscray Road

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