Effective and integrated public transport CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY

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CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

61 CITY OF MELBOURNE > TRANSPORT STRATEGY

Effective and integrated public transport

Overview need to enable better east west Goal travel through the sub-region. Public transport includes rail, Public transport will be tram, bus, taxi, car share and bike Priorities the most attractive way share and, for regional trips, air travel – all cases of the use of a Planning public transport for to travel around the shared vehicle. Government plays growth municipality and the a major role through ownership, Over the next 20 years the inner metropolitan operation, regulation and municipality and the inner region Melbourne region. An coordination of these services. will see continued significant State Government is largely growth in population and integrated system of responsible for running much of employment. The main growth rail, tram, bus, taxi, car the public transport system, but sector will be knowledge/services. local government, as the land use Constraints on public transport and bike share will regulator, and the manager of the availability may significantly impede meet customer’s needs pedestrian network, has a key role labour productivity. Melbourne’s and be fully integrating the system with land productivity growth has been use and the walking component falling in recent years, in part due coordinated with the of each public transport trip. to these constraints on its transport municipality’s The City of Melbourne has an system. This sector thrives on the pedestrian network. It additional role, as it is at the hub agglomeration effects of high of the public transport system. densities enabled by very good will be possible to live Melbourne’s public transport transport connections. This growth and do business in network extends throughout will need to be matched by a inner Melbourne metropolitan Melbourne, with significant expansion and upgrade varying degrees of service. Most of the public transport system. without needing a car. of the train stations and tram stops are in the inner metropolitan Public transport within the region because much of the central city expansion beyond this region has Metropolitan train and tram been enabled and driven by car networks have traditionally usage. The inner metropolitan focussed on Swanston Street as region also has the highest the spine of the central city. This densities of residents and jobs. has reinforced both the public The municipality of Melbourne transport network itself and the has the highest concentration economic productivity of the of public transport services. city. As the city has expanded projects like the City Loop and Public transport in the inner road-based tram improvements metropolitan sub-region needs have improved the ability of the to provide for continuing high network to deliver and disperse employment and residential larger numbers of people to their growth, coordination with land destinations in the Hoddle Grid. use development, integration of all the public transport modes as Swanston Street plays a vital one system, increased capacity, role in the tram network, reliability and accessibility, and the bicycle network and for establishing a complementary pedestrians. Balancing these role with private transport, competing priorities has made particularly in addressing the the redevelopment of the street a CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY challenge. A significant opportunity

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Sunbury Sunbury

Eltham Eltham Caroline Caroline Springs Springs

Ringwood Ringwood Sunshine

St Kilda St Kilda Williamstown Williamstown

Brighton Brighton WerribeeMelbourne 2010 Werribee Public Transport Index Dandenong Dandenong Very goodExcellent (25 - 32 points) Very Good Good Above Average Mordialloc Mordialloc Average Below Average Chelsea Chelsea Poor Minimal Below minimum service Melbourne 2030 Public Transport Index Average: 19.7 Average: 14.5 Frankston Frankston

CoburgCoburg Coburg

EssendonEssendon Essendon

Heidelberg Heidelberg

CliftonClifton Clifton HillHill Hill

FootscrayFootscray Footscray

CamberwellCamberwell Camberwell

ToorakToorak Toorak Port Port Melbourne Melbourne

V

St Kilda St Kilda

CaulfieldCaulfield Caulfield

Melbourne 2010 Melbourne 2030 Public Transport Index Public Transport Index Average: 14.5 Average: 19.7 CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

Fig 6.0 Spatial Network Analysis for Multimodal Urban Transport Systems (SNAMUTS) 2010. Source: RMIT. Dr Jan Scheurer 63 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT

exists with the development of suited to meet the demands of and 36,000 people use the the Melbourne metro rail project people travelling late at night. Federation Square tram stop. to create better tram connections In 12 years these numbers will and land use integration through Integrating public transport more than double, to 380,000. Southbank, to the west of the modes as one system CBD and the north of the CBD . Each of the public transport modes Reliability suits different types of trips. These Overloaded trains, cancellations Coordinated development of modes must be integrated into a and maintenance difficulties are transport and land use seamless public transport system reducing train service reliability. The development of urban allowing users to mix and match Melbourne’s large suburban rail transport and land use must modes easily to suit their trip needs. system is ill suited to providing be coordinated. Rail and tram This has started, with Public a high frequency, high capacity are space efficient and high Transport Victoria and myki service. The reliability of the tram capacity, making them ideal providing customers with and bus services is undermined for the mobility needs of high information for a single user by delays caused by road traffic density mixed development land perspective for trip planning and congestion and insufficient uses. These modes are also at payment, but we are only beginning priority at intersections. their most efficient when their to optimise the coordination of rail, Users rate reliable departure and high infrastructure and running tram and bus routes, the modal arrival times as more important costs are spread across a large interchanges and the incorporation than journey time. As customers number of trips over the whole of taxi, car share and bike share come to rely more on public daily and weekly cycle. directly into one system, planned transport its reliability becomes This relationship is evident in the developed and coordinated more critical. Improvements to region of the Melbourne’s network across government departments, reliability require improvements to extending out from the central transport companies and infrastructure as well as operations. city along the inner south-eastern agencies, and local government. corridor. This area has the highest A ‘one system’ approach to Accessibility density of stops, interchanges and planning and governance. A world standard public transport service levels and is also the region system in a dense, mixed-use city with metropolitan Melbourne’s Making our public transport provides users with good access highest effective jobs density. system more effective to a wide range of destinations at most times of the day and The economy in this region is also Capacity well serviced by high capacity week. The London Underground, Public transport capacity today roads for driving, but driving is a Paris Metro and New York cannot comfortably meet demand. space hungry mode best suited Subway do this. These metro To meet the future demand from to lower density urban areas. style systems provide business projected growth, especially at As this region’s land use density users, visitors and residents with peak times, the capacity of the increases, driving will become a a high degree of accessibility, system will need expansion and less effective mode. This trend is meeting most of their transport significant upgrades, including evident already in the municipality requirements and underpinning metro style separated train lines, and particularly in the central city. the economy in those city centres. new rolling stock, tram and bus An assessment of the accessibility Twenty-four hour activity in the City priority, and new tram routes. of Melbourne requires reliable and afforded by Melbourne’s combined The walking component of public 1 safe inter-peak transport options. rail, tram and bus network shows transport journeys also requires There is currently a clash between more capacity. Many parts of the hours of operation of many the pedestrian network are now 1 Spatial Network Analysis for central city land uses (restaurants, Multi Modal Urban Transport at capacity during peak times. bars and clubs) and the hours of Systems (SNAMUTS) 2010. More than 153,000 people per RMIT. Dr Jan Scheurer

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY public transport operation. Taxis day use Flinders Street Station and flexible bus transport are best 64

that a large east-west corridor into a system of separated metro Walking in particular is a critical through the inner Melbourne style lines, reducing travel times trip component of the public region provides users with above by 25 per cent, increasing service transport system and its ability to average accessibility. A world class frequency to no less than every service land uses effectively. The system should provide them very 10 minutes, adding new rolling locale of a station or stop must link good to excellent accessibility. stock, redeploying tram routes with convenient, logical and safe By expanding and upgrading to provide a more even service walking connections. The design Melbourne’s public transport spread across the central city, and and management of the public network over the next 20 years, adding new services and links. realm between stops and stations the system would provide very must be integrated with the design Building the complementary good to excellent accessibility of stops, stations and interchanges. relationship with private over a much larger area. With this Driving has been the dominant transport degree of accessibility, users would mode of metropolitan travel be able to go anywhere, anytime Disjointed strategic transport for nearly 50 years, but it is not using the public transport system planning is the result of long the universal solution it once much as they would use their car. institutionalised separation appeared to be. In the more at all levels of governments The scenario expansions dense parts of the city, public between the planning and and upgrades include a new transport and walking are the provision for private transport Footscray to Caulfield Metro line, most effective combination, so and that for public transport. reengineering the train network driving needs to be designed to CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

65 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT

complement this combination opportunities in the west (especially transport in and out of the rather than compete with it. in the services sector) and improve city during these times. Cycling is an ideal mode for its competitive advantage as There is scope to extend tram extending the catchment of public a freight and logistics hub. services into the night on Fridays transport. High quality cycling The 2008 East West Link Needs and Saturdays. The City of networks linking stops and stations Assessment (EWLNA) identified Melbourne will work with others with residential and employment that the lack of rail capacity to explore the value of extending centres, are critical for enabling through North Melbourne and trams until 2am, and running cycling to complement the public the City Loop constrains the services on selected routes all transport system. Facilitating ability to boost rail services to night to provide a complementary the carriage of bicycles on some and from the west. The Regional service with NightRider buses. public transport vehicles may Rail Link (RRL) and the proposed also be appropriate. Secure bike Footscray to Caulfield Metro Rail Contributing to emissions parking at suburban stations link are designed to build a rail reductions can facilitate a form of ‘park and service to the west comparable The public transport system will ride’ that is significantly more with that serving the south east. be a central component of a low space and cost efficient than The City of Melbourne’s envisages emissions future. High capacity ‘drive and ride’ car parking. This, the urban renewal of Docklands, public transport will enable together with improved bike E-Gate, Arden Macaulay and people to move throughout inner share mobility options in the the land north of Dynon Road Melbourne in an environmentally central city, can enable public as an intensive employment and efficient way. Sustainable transport users to integrate residential corridor extending transport behaviour will be further cycling easily into their journey. out from the central city to the enabled by fine grain public Footscray Central Activities Area transport modes throughout the Enabling east west travel and beyond. These land uses would municipality, such as tram and Whilst the population of the be serviced by the new rail services bus systems, taxis, car and bike western half of the metropolitan and by new and re-directed tram share programs, which together region is growing rapidly, this is not and bus services to the inner west. will provide flexibility in mode being matched with strong jobs choice without the embedded growth. The high effective jobs Public Transport and the restrictions of vehicle ownership. density along the south eastern 24-hour city Zero Net Emissions by 2020 corridor between central Melbourne The NightRider bus provides the (Update 2008) sets a target for and Clayton is underpinned best solution to late night public reducing the carbon intensity of by a strong road and public transport on Fridays and Saturdays. the public transport system: a transport network. There is no Extending train operating hours 20 per cent reduction by 2020. comparable employment corridor may not be ideally suited to The most effective way to or underpinning transport network the night time transport task. achieve this in Melbourne will be west of the Maribyrnong River. Trains have a significantly to decarbonise the fuel supply, The western suburbs need better higher operating cost than through the introduction of low- transport connections with Central buses. Additionally any overlap carbon or clean source energy, Melbourne and the south eastern between trains and NightRider thereby reducing reliance on employment corridor, as well will result in competition emission-intensive sources. as with the Port of Melbourne. between the two modes. Additionally, improvements to These connections would boost Considerable improvements the energy efficiency of the the west’s capacity to attract and to NightRider have been public transport network, such as retain businesses and reduce social made in recent years. This has regenerative braking on trains, can disadvantage by providing better contributed to high demand also contribute to overall reductions access to the central city for work, for services. Further improving in greenhouse gas emissions. education and other purposes. They CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY service frequencies will increase would also open up new business 66

CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

67 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT 6 Train

Goal Context cities across the world have (or are installing) a metro rail system Train travel to and An efficient and reliable train to meet the more intensive network is the central component passenger rail task. Unlike a within the City of of a well functioning public suburban rail system, a metro Melbourne will be transport system. High capacity (or rapid transit) rail system is convenient, reliable, and fast train connections are vital a network of dedicated lines for enabling access to the central segregated from each other and safe and efficient. Peak city and the variety of facilities other rail traffic and running back hour (peak direction) and services hosted there. and forth along the one line. train frequency will be The Melbourne train system carries Passengers wanting to traverse about 400,000 people each day the network make interchanges increased by 50 per on a network of 830 km of track, at hub stations where two or cent from 2011 service using 180 six-carriage trains. There more lines pass by each other. levels. is no other mode of transport with Melbourne needs a metro style the capacity and efficiency of rail service that can run at higher trains, capable of moving people frequencies and speeds and into and from the central city. with greater reliability. Running Improving train network at frequencies of every five efficiency and integration with minutes means a timetable is complementary modes of not required. The metro network transport is essential if we are can be complemented by a to support sustainable growth suburban rail service to the in the number of residents and outer metropolitan areas. employment opportunities in the City of Melbourne. The costs of congestion on Melbourne has a large suburban trains rail system. Suburban rail systems Overcrowding on our train network operate on main line tracks, makes access to the City of carrying a mix of other rail traffic Melbourne difficult for some people such as regional passenger across the metropolitan area rail and freight services. This and coming from some regional means that the train traffic is centres. It also affects inner city more complex, headways are residents who are unable to access longer, average speeds slower persistently overcrowded services. and service frequencies lower. This can be especially problematic As the density of activity in at peak times, when many people Melbourne’s inner metropolitan rely on the rail network to get to region has grown over the last work. Further overcrowding on our 20 to 30 years, our suburban trains has the potential to suppress system has become increasingly jobs growth in inner Melbourne. ill-suited to meet the rail service It has been calculated that for needs of these parts of the city. every 10 per cent of overcrowding on Melbourne’s trains, the city Issues misses out on creating between 1600 and 2600 jobs1. The peak The suburban rail system is rail capacity of Melbourne’s train inadequate for inner Melbourne The dense inner metropolitan 1 Currie, G, 2010 Understanding Urban CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY regions of most large advanced Agglomeration Benefits in Mass Transit Project Evaluation, Monash University 68

Seymour

Upfield Craigieburn South Morang Hurstbridge Tullamarine

Eltham Sunbury Bendigo

Melton Clifton Hill Ballarat Parkville Doncaster Footscray North Melbourne Melbourne

Flagstaff Central Wyndham Vale Newport Lilydale Parliament Geelong Southern Cross Laverton Richmond Burnley Camberwell Williamstown

Flinders St

South Yarra Alamein Belgrave Caulfield

Glen Waverly

Rowville

Sandringham

Traralgon

Metropolitan train network 2030 Pakenham Baxter Cranbourne East Fig 6.1 Possible Train Network Concept 2030 showing new lines with less convergence

Seymour

South Morang Hurstbridge Upfield

Craigieburn Eltham Sunbury Bendigo

Baccus Marsh Clifton Hill Ballarat

Footscray North

Melbourne Flagstaff Melbourne Central

Newport Lilydale Geelong Parliament Southern Cross Werribbee Laverton Richmond Burnley Camberwell Ringwood Williamstown

Flinders St Alamein Belgrave South Yarra Caulfield Glen Waverly

Sandringham

Traralgon

Metropolitan train network 2011 Pakenham CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY Frankston Cranbourne East Fig 6.2 Train Network Configuration 2011 showing pressure on Flinders Street 69 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT > TRAIN

Royal Pde

Parkville

SwanstonGrattan St St Dynon Rd

Queensberry St

Arden Victoria St

Footscray Rd CBD North Hoddle St

Swanston St LaTrobe St

CBD South King St CBD Spencer St Melbourne Metro project

CITYLINK MCG Roads Church St

Freeway

Existing stations

Existing rail

Melbourne CBD

Parks Domain Domain Rd Proposed underground rail

Toorak Rd Proposed underground station

St Kilda Rd

Portal

Punt Rd

Commercial Rd

Fig 6.3 Melbourne Metro project proposed alignment Source: Department of Transport

system is currently approximately ability of the public transport provide excellent accessibility 40 per cent overloaded and this is system to function as an and high passenger capacity to projected to go as high as 44 per integrated multi modal system. serve what will be high intensity, cent by 2015, even with current Some precincts such as the train/ mixed-use areas very similar to the planned improvements in place. tram interchange at Swanston current central city. The long-term Regional Rail Link is an important Street, at Flinders Street Station, planning for land use development project addressing train congestion or the Spring Street exits for and transport planning in these by constructing new tracks to Parliament Station, have not contexts must be coordinated. separate suburban trains from the been designed for current peak Greenhouse emissions and west from regional trains servicing capacity and congestion will only energy cost Geelong, Ballarat and Bendigo. increase as patronage grows. Melbourne’s train network Poor customer pedestrian Urban renewal areas will require currently relies on electricity connections and interchanges new train services generated by brown coal. This is Poor pedestrian connections Major urban renewal areas such as very greenhouse gas intensive. Fuel costs are expected to rise in

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY for customers around modal City North and Arden-Macaulay interchanges is undermining the will require new rail services to 70

the future, including the cost of Rowville are currently being electricity to run the train network. studied. Green Street

Haines St Objectives and actions 57. Priority Action: Work with the Macaulay Road Department of Transport to

Fogarty Street Re-engineer the suburban rail achieve the conversion of the Arden Street suburban rail network into a Area subject to Melbourne system to provide a metro Metro masterplanning service metro style system. The suburban train system needs Melbourne Metro to be converted into a metro Arden Station The State Government has train service to cater for the proposed that one of the next Queensberry St large number of users and to major improvements to the train serve the growth and intensity of system is to be the Melbourne development in inner Melbourne. Metro rail tunnel. This new service,

Laurens Street Creating a metro system could Munster Terrace Stawell Street planned to be operating by around Dryburgh Street increase the capacity of the train Victoria Stree 2020, was initially proposed t network from approximately by the East West Link Needs 135 trains in the morning peak Assessment (the Eddington Report) Miller Street hour to about 256 trains. and is similar to the North-South đƫ Through-route trains – The Underground Rail Line proposed most efficient way for trains to in the City of Melbourne’s previous operate is to travel from one transport strategy, Moving Fig 6.4 Proposed Arden station location side of the metropolitan area to People and Freight 2006-2020. plans in close consultation with the other, running through the The project would provide a high the community and the State central city. This means they capacity underground train running Government to ensure that the local spend as little time as possible from Footscray, via new stations land use and transport planning is in the most congested part of at Arden-Macaulay, Parkville, City fully integrated with the planning the network which, in North, City South and Domain for the proposed Melbourne Metro. Melbourne, is the City Loop. to join the existing train network The timeframes envisaged in the đƫ Separate lines – When lines are near South Yarra station. The separated they can be Melbourne Metro would add City of Melbourne’s plans are upgraded independently 24, nine-car trains per hour to coordinated with State Goverment’s (including larger train sets and Melbourne’s network and be able project timelines. In November new signalling) and to carry 60,000 people per hour. 2011 the Victorian Government submitted a bid to Infrastructure breakdowns are isolated to a The Melbourne Metro proposal Australia for $130 million for single line. Washing and repair is a major city shaping project pre-construction work on the facilities are provided for each comparable in scale and effect with project (nominally for 2012/13). line so trains do not travel on the City Loop. Planning for the new the network to access Melbourne Metro stations at Arden, The Melbourne Metro proposal servicing. Trains can be run Parkville, CBD North, CBD South must provide for a very high simply and more frequently and Domain has been incorporated level of transport and land use because complex timetabling into City of Melbourne’s new integration. New development and track sharing is avoided. Municipal Strategic Statement located near stations or feeder services to the Melbourne Metro đƫ New routes – As Melbourne (MSS), the Arden-Macaulay grows, new train lines will be Structure Plan 2012 and City North (such as new tram or bus lines) needed. The first of these will Structure Plan 2012. These are plans should be strongly transit-oriented. be the Melbourne Metro Rail for the local land use development, The project should include a review Tunnel. Other potential future transport and mobility in these of existing transport systems to ensure they provide optimal service extensions to Melbourne urban renewal areas. The City of CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY Airport, Doncaster and Melbourne has developed these to the growing city. In particular 71 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > TRAIN

W

g

Car tram services should be re-routed Morrah Street Ly from the overcrowded Swanston

Street corridor on to routes that Park Drive Bouverie Street

will feed better transport service Story Street to the west of the central city. Victoria Street The project must integrate the new stations with the surrounding Roya Melbourne Hospital Russell Street urban fabric to enhance the CBD North Station Melbourne University Franklin Street mobility, liveability and economic Royal Parade Parkville Station performance of the city. This Flemington Road would mean excellent pedestrian Grattan Street networks to ensure that the walking

leg of public transport journeys is reckyn Street W Swanston Street prioritised, efficient and attractive. La Trobe Street Construction of the Melbourne Elizabeth St Blackwood Street Pelham Street Metro would take several years Lonsdale Street and have a significant impact Courtney Street on city operation. Construction in the central city is complex

and affects many people and Leicester Street businesses. The City of Melbourne Fig 6.5 Proposed Parkville station Fig 6.6 Proposed CBD North station will need to work closely with the location location State Government to minimise negative impacts of construction.

58. Priority Action: Work closely with the Department of Transport on the planning and construction of the Melbourne

Dal Metro project to ensure it is well integrated with the existing city and its future Bourke Street development and enhances Swanston Street St Kilda Rd Melbourne’s transport network in addition to actively supporting future rail Domain Road extensions to Doncaster. CBD South Station Russell Street

Domain Station Improve customer pedestrian interchanges and connections Collins Street Elizabeth Street Bromby Street The design of the public realm around existing and proposed Flinders Street stations needs to optimise Federation Square pedestrian priority, safety, City of Port Phillip Arnold Street Adams Street St Kilda Rd amenity and convenience of Toorak Roa all rail customers as they move Flinders Street station d

between the station and their St Kilda Rd

final destination, or the next leg SOUTHGATE AVENUE of their journey. This requires

SO specific improvements to facilitate U CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY convenient access for people with Fig 6.7 Proposed CBD South station Fig 6.8 Proposed Domain station location location 72

disabilities to existing and future 62. Action: Advocate for the underground train stations. The hours and days of operation of Flinders Street precinct, and links Flagstaff Station to be similar to the Federation Square tram to other City Loop stations. stop and the Elizabeth Street Greenhouse emissions and tram terminus require specific energy cost short term improvements. There are opportunities to 59. Priority Action: Work with the reduce the greenhouse intensity Department of Transport and of the public transport network train operators to ensure that through both the operation of areas around train stations the network and the energy provide excellent pedestrian that is used to power it. access. 63. Action: Advocate to improve 60. Priority Action: Work with the overall energy efficiency State Government to ensure of the train network and in the municipality’s urban particular increase the use of renewal areas (Southbank, low-carbon and clean-source Docklands, E-Gate, Arden- energy to power Melbourne’s Macaulay and City North) are train system. planned to prioritise direct, high quality, high capacity pedestrian links for 800m around new and existing stations. Coordinate land use intensification with existing and new rail stations The development of land around new rail stations should be planned to maximise the benefit of the accessibility provided by the train network. Higher density, mixed-use developments should be located closest to stations. Existing train stations, such as Flagstaff and North Melbourne, will play a more important role as urban renewal of the inner north and west of the central city continues. These stations should be managed to complement this increase in activity and provide convenient access for residents, commuters and visitors.

61. Priority Action: Work with the State Government to ensure that planning for new rail stations and precincts integrates land-use planning CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY with the transport network.

73 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT 7 Tram

Goal Context traffic manoeuvres crossing the rails, such as cars turning right. Melbourne’s trams are an iconic Tram operations in the part of the city’s street life. đƫ Only limited priority at City of Melbourne will They connect Melbourne’s inner intersections with signals along be improved to offer a suburbs and shopping centres tram routes – Trams receive and offer a fine grain of mobility some level of priority at traffic more frequent and compared with the longer lights but this could be reliable service. Tram distance task performed by the significantly increased. On average, Melbourne’s trams stops will be better heavy rail network. Melbourne’s trams have the potential to spend 17 per cent of their integrated into the be one of the world’s leading journey time waiting at traffic surface transport systems. signals. Analysis by Yarra public realm to improve Trams shows that changing passenger access, Trams serve approximately signal operation to give trams safety and amenity, 600,000 people every day in dynamic priority (signals Melbourne’s inner metropolitan responding to arriving trams) with 90 per cent of areas, on a 247 km network that on Swanston Street could stops upgraded to is worth between $10 billion and result in delays being reduced $15 billion. Trams can move more by up to 33 per cent. ‘level access’ by 2016. than 10,000 people per hour in a single arterial traffic lane that đƫ Tram stops are too frequent – could otherwise move only 800 Melbourne’s tram stops are cars. During peak hour on key very closely spaced compared routes into the city, trams already with tram and light rail systems move more people than motor overseas. This provides vehicles. For example, they move excellent access to tram 56 per cent of the people travelling services, however it can also on Nicholson Street, Carlton, mean frequent stopping, which and 54 per cent of the people increases travel time. on Bridge Road, Richmond. đƫ Tram stop design is inefficient The tram network is one of for passenger boarding – Many Melbourne’s most important tram stop designs are strategic assets. Trams provide high inefficient. These include stops quality, on-street public transport yet to be converted to level that does not require passengers access and stops where to travel underground to access it. passengers have to wait for vehicles to halt before they can However Melbourne’s trams cross traffic lanes. are amongst the slowest in the world, running at around Many tram routes in the city 16 kph throughout the system have developed as corridors of and 10 kph in the city. mixed use and often high density land uses. This integration of The low average running efficient transport and centres speeds are caused by: of employment and housing is đƫ Sharing tramways with general beneficial for people living, working road traffic – This means trams and visiting these areas, as well are being stalled in road as for the macro-urban form of congestion and stopped by Melbourne. While this is common in the inner city, many tram routes

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY in the middle and outer network are underdeveloped and have 74

the potential to accommodate significantly more residents, jobs and other services. Issues Slow tram speeds There are many factors that impede and slow down trams, together making Melbourne’s trams the slowest in the world. Delays caused by sharing tramways with general road traffic result in unpredictable delays and even cancellations of services. Consequently, the tram service becomes less reliable in running to timetable, which deters travellers from using the service. It is also extremely expensive to manage a tram network that is heavily impacted by traffic; if trams were Fig 7.1 Level access tram stop in Swanston Street, Melbourne not held up by traffic congestion, the same level of service could be achieved with approximately 100 fewer trams. (Melbourne has 486 trams, including 37 historic W class vehicles). Many tram routes in the city of Melbourne have been separated from traffic, however trams are often still held up by non- compliant traffic and right turning vehicles. These issues can be most obvious on streets which provide access to off street car parking. Considering the critical role that trams play in the transport system, they are often afforded little priority at traffic lights, which can reduce the quality of the service they provide. The City of Melbourne has been working with VicRoads and tram operators to improve tram priority at signals for many years, achieving some Fig 7.2 Level access tram stop showing permeable access to footpath in StKilda excellent results. However, more can be done to reduce the time that trams are held up at traffic lights. CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

75 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT > TRAM

Infrequent services Poor frequency of tram services can be a result of the problems which slow trams down. When services are significantly delayed, there is often a knock-on effect to other services using the same route or line, resulting in extended time gaps between services. 2010 Tram Network Route Configuration Many tram routes are scheduled to (Colours used for clarity only.) run at low frequency, due to a lack of rolling stock, lack of demand, or inability to accommodate more services on the existing infrastructure. Low frequencies are common in the inter-peak times. Stop and interchange design Tram stop designs need significant improvement to ease overcrowding and improve connections for walking. Level access stops have improved the safety and amenity of stops, as well as reducing loading times. In some cases they have calmed traffic in high pedestrian areas. However, some are now overcrowded and require staff to maintain passenger safety and efficient movement. Extensive fencing is used to separate traffic (often 50 to 60 kph zones) from pedestrian areas, which has led to an impermeable walking environment. Creating a more equitable, accessible transport system is a major driver for improving the design of tram stops. Meeting the requirements of the Disability 2030 Tram Network Discrimination Act will ensure those Route Configuration with physical disabilities can access (Colours used for clarity only.) trams and it improves the ease and safety of access for all customers. Some of the most important tram Fig 7.3 Tram congestion on Swanston Fig 7.5 (Right)Tram routes moved to stops in the city are interchanges Street the west of the central city; additional between tram and train or Fig 7.4 Trams to the west of the central tracks at Victoria Parade, E-Gate and bus. For example, the Flinders city and additional routes Haymarket. New tracks and routes on

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY Street Station connection to the Dynon Rd, in Fishermans Bend, and along Grattan and Elgin Streets 76

Dynon Rd Tram

E-Gate

nd ermans Be Fish

Proposed Tram Network Existing routes Proposed route change

New tracks required CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY Urban renewal areas 77 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT > TRAM

Federation Square tram stop, and many vehicles are too small: 147 streets (Flinders, Collins, Bourke, La the interchange between Southern of the fleet’s 486 trams are Z Trobe and buses on Lonsdale), at Cross Station and the tram network class, which carry only 70 people, streets such as King Street, would are extremely busy places in the compared with the Bumblebee significantly reduce tram delays. morning and evening peaks. Better (C2 class), which carries 140 The Department of Transport tram stop design, and traffic people. Recent increases in user plans a test of ‘absolute priority’ treatment, including lower speeds, numbers has meant Melbourne’s for tram routes 96 and 109, which can help create a more permeable trams are becoming overcrowded would reduce to zero the delays walking environment to ease more often. Upgrading of the trams experience at traffic signals. some of the current overcrowding, fleet can address this issue and safety and amenity issues. realise significant performance 66. Priority Action: Work with and quality improvements. VicRoads to change traffic Network imbalances and gaps signalling to prioritise tram movements. The tram network in the city is Objectives and Actions currently very dependent on the The road Network Operating Plan St Kilda Road-Swanston Street Improving tram speeds (NOP) to be developed by the City corridor. The number of routes that There are many infrastructure and of Melbourne in cooperation with feed into this corridor means that traffic management techniques the Department of Transport and even a slight problem can have a which can improve tram speeds VicRoads will include the highest major impact on tram operations across the network. Together, level of priority for trams to ensure and people’s travel time. The these initiatives can improve fast running times, reduced tram emerging and future urban renewal speeds from the current network crowding, better reliability and areas will need to be serviced by average of 16 kph, and central a better customer experience. city average of 10 kph. extensions to the tram network 67. Priority Action: Work with to deliver excellent accessibility. On-road public transport needs the Department of Transport significantly greater priority over and VicRoads to ensure that Greenhouse emissions and general traffic in the allocation the municipality’s Network energy cost of road space and time at traffic Operating Plan provides a high Similarly to Melbourne’s train signals. This can be achieved by level of priority to trams. network, the tram system better delineation between traffic Frequency boost currently relies on carbon and tram lanes, and enforcement intensive electricity. As the of road rules that ensure trams More frequent tram services will use and deployment of tram and buses are not impeded. deliver significant benefits for services increases, and in an access and mobility in the inner economic climate where fuel 64. Action: Work with Victoria region. A frequency boost can costs are expected to rise, it Police, VicRoads, the be achieved by speeding up the will be increasingly important Department of Transport and network, minimising externalities the Department of Justice to to transition the tram fleet onto which impede tram movements, improve traffic enforcement and better design solutions for a sustainable power supply. to reduce delays to trams and busy tram stops and interchanges. buses. Ageing tram fleet A 25 per cent increase in tram The age of Melbourne’s tram fleet 65. Priority Action: Work with the frequencies will deliver substantial needs to be addressed. Many trams Department of Transport to network improvements, as will reach the end of their design reduce tram and bus delays detailed in the accessibility life during the next decade. The by providing dedicated tram analysis (Spatial Network Analysis rights of way. lead-in time to buy new trams of Multimodal Urban Transport is three years, and the system Giving greater traffic signal priority Systems – SNAMUTS ) which requires a long term commitment to trams across the network is a underpins this strategy. to managing and expanding the high priority for improving the

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY capacity of the tram fleet. Trams are level of service trams provide. In often overcrowded, partly because the CBD, priority along east-west 78

CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY Fig 7.6xx.x Federation Caption yet Square to be Traminserted Stop 79 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT > TRAM

68. Priority Action: Work with will be reduced in the city. There that order. This is an opportunity the Department of Transport, is a requirement to balance the to create a master plan for the VicRoads and Yarra Trams to needs of pedestrians, for example streets on which these trams run, to improve tram frequency and their tolerance for long distances ensure new transport infrastructure average running speeds. between stops, with the speed is integrated with high quality Walkable stops and and operational needs of trams. street design, pedestrian and interchanges New stops will be designed to public transport priority, and integrate much more easily into new, more permeable stops. Constructing new level access the surrounding footpath network stops for trams will be one of the 72. Priority Action: Work and provide better access for most important parts of developing with the Department of cyclists. The City of Melbourne’s high mobility public transport Transport to master plan plans for Swanston Street, and and pedestrian streets. These streets in preparation for the the existing stop at Cleve Plaza should be constructed to provide introduction of new low floor E (Fitzroy Street, St Kilda) are class trams. pedestrian priority access and high examples of the new streetscape levels of pedestrian permeability. tram stop improvements we Balance and optimise the 69. Priority Action: Work with will see more of in the near network the Department of Transport, future. This will mean greater The City of Melbourne has Yarra Trams and VicRoads permeability for pedestrians, identified opportunities to to develop a four-year reduced fencing, lower traffic balance the tram network to ease strategic plan to design and speeds and better bicycle access. over-burdened routes and also construct level-access stops assist poorly serviced areas. This in the municipality as part 71. Priority Action: Work with the strategy is closely aligned with of a whole-of-streetscape Department of Transport, Yarra the urban renewal planned for renewal. Include a review of Trams and VicRoads to ensure the municipality, and involves the function of existing level- the design of new level-access access stops. tram stops that have excellent improving tram services to the inner west of the central city. Providing access to trams and pedestrian accessibility with the surrounding footpath buses for people of all abilities is Trams to the west of the CBD important for access. By 2017, the network. There is an opportunity to redirect Disability Discrimination Act (DDA) New trams requires that 90 per cent of the some of the trams currently using St public transport system (stops and Melbourne needs a transparent, Kilda Road to the west of the city. vehicles) must be DDA compliant. ongoing asset management This will help activate development Providing fully accessible stops program of phasing out old in the west of the CBD and reduce will contribute to a more equitable trams, introducing new ones and pressure on the Swanston Street- transport system, and also improve expanding the tram fleet to cope St Kilda Road spine. This would be the capacity and reliability of the with strong patronage growth. coordinated with the construction tram and bus networks by speeding The arrival of 50 new E class of a new tram interchange at up boarding and alighting. trams in Melbourne between 2012 Domain as part of the Melbourne and 2017 is welcome. Despite Metro Domain station. The 70. Action: Work with the this, tram overcrowding will Melbourne Metro will also service Department of Transport, Yarra worsen over that time due to some of the current trips on Trams and VicRoads on the growth in passenger numbers. the Swanston Street corridor. construction of level access As new trams are deployed on high A north-south tram alignment stops in the municipality to meet comply with the performing tram routes, the routes running through the Haymarket requirements of the Disability should be upgraded to provide roundabout will also improve Discrimination Act. the highest possible level of tram tram accessibility to the west of priority, high quality stops and the central city. This will link the The high cost of new stops and the route separation. New trams will Royal Parade corridor with the CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY need to reduce tram delays means go on routes 96, 109, 19 and 112, in Peel-William Street tram lines. that the overall number of stops 80

These options can be The City of Melbourne has been Greenhouse emissions and implemented in the short term, working with the Department energy cost between 2011 and 2016. of Transport, the Department of Planning and Community 75. Action: Advocate to increase Victoria Parade, E-Gate and Development and adjacent the energy efficiency of Melbourne’s tram system and Haymarket municipalities to develop the use of low-carbon and The redevelopment of the E-Gate tram routes 96 and 109 as clean-source energy. site will require high quality public examples of integrated transport transport links into Docklands and and land use planning. Targets the central city. A tram link via Tram route 96 is already one Footscray Road and pedestrian of the most successful, and the Increase tram running speeds access to the North Melbourne third most patronised, tram route The City of Melbourne’s analysis train station will provide this. Future in Melbourne. However, current of accessibility showed that extension of this route beyond running times between Spencer increasing tram speeds by 25 E-Gate to the Dynon Road corridor Street and East Brunswick are 40 per cent had a significant effect will fit well with land use activity per cent slower than in 1950 (28 on the accessibility provided by linking central Melbourne with the minutes today compared with the public transport network. Footscray precinct. A tram line 20 minutes in 1950). Route 96 will stimulate activity and deliver trams spend 33 per cent of their Increase service frequency high quality access and mobility journey time stationary. This is in Progressively increase the service for commercial and residential addition to the 17 per cent of the frequency across the network developments along this route. journey spent loading passengers. to increase the accessibility Other initiatives include connecting This is a poor use of public provided by the service. The the two sections of tram track on investment in the tram system. City of Melbourne’s analysis of Victoria Parade, between Swanston accessibility showed that increasing 74. Priority Action: Work with Street and Carlton Gardens, and service frequency was a key part Yarra Trams, The Department linking the Errol Street service of Transport and VicRoads of improving the overall public with the Spencer Street corridor. to implement the 96 and transport accessibility. Frequencies These initiatives can be 109 route upgrade projects, can be increased to a minimum of implemented in the medium including ensuring that the 10 minutes in inter-peak times, by term, between 2020 and 2030. network operating plan gives implementing actions to improve good signal priority through running speed as well as adding Fishermans Bend the city. more vehicles to the tram system. Fishermans Bend is currently poorly served by public transport. Any future mixed use development of this precinct must be accompanied by high quality public transport services. There are opportunities to link Docklands and the 109 light rail in Port Melbourne via the planned Fishermans Bend development site.

73. Priority Action: Work with the Department of Transport and Yarra Trans and VicRoads to implement the long term reconfiguration and extension of the tram network proposed

in this strategy. CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

Fig 7.7 Collins Street, Melbourne 81 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT 8 Bus

Goal Context strong patronage growth, and provide an example of how buses Buses will develop as Melbourne’s bus network is can contribute to meeting the experiencing similar growth to mass transit task in Melbourne. an efficient and other public transport modes, and prioritised mode of this growth is forecast to continue. Issues In inner Melbourne buses are a public transport for complementary component of Reliability and travel times residents, workers and the public transport network, in Buses in the central city are often visitors to the city of many cases filling gaps in the train delayed or obstructed by general and tram networks and feeding Melbourne. Central city traffic, both legally and illegally. or extending these rail routes. Traffic using dedicated bus lanes, bus routes, such as Buses currently link the central left turning vehicles which block Lonsdale and Queen city with the Doncaster area, bus lanes, and general congestion, Fishermans Bend, linking the affect bus travel speeds, reliability streets will be Parkville precinct to North and the frequency of services. improved for buses, Melbourne train station, and with travel times offering late night transport Poor scheduled frequency reduced on these options, for example, NightRider. The infrequency of some services The use of NightRider buses has is a major issue for Melbourne’s routes by 30 perƫcent. been growing strongly. Patronage bus network. Some routes doubled to about 4,300 patrons operate as little as once or twice per weekend after 2008, when per hour, and often do not offer standard fares were applied. late night or weekend service. Buses are well suited to late This is not a frequency level that night operation. They are flexible the City of Melbourne regards (services can be quickly increased as a minimum standard. or rerouted to take account of demand) run from ‘kerb-to-kerb’ Bus stop design and can run on infrastructure Many bus stops are too short to that already operates 24 hours cater for high-service bus routes a day (the road network). and may need to be lengthened, The City of Melbourne’s key CBD requiring the removal of some bus corridors are Lonsdale Street on-street parking. Compared (serving the Doncaster Area Rapid to tram stops, bus stops often Transit and other services) and provide poor amenity. Queen Street. In its busiest section, Network imbalances and gaps Lonsdale Street carries more than 1200 buses per weekday. Queen In 2010 the Department of Street carries nearly 750 buses. Transport initiated a bus service Bus lanes have been installed on review for the Melbourne, both sides of Lonsdale Street and Port Phillip and Yarra areas. on one side of Queen Street. These This review contains many projects were proposed in Moving recommendations for improving People and Freight 2006-2020. bus services across the region. The Doncaster Area Rapid Transit Greenhouse emissions and (DART) is a series of effective high energy cost capacity routes connecting the The noise and air quality issues central city to the Doncaster area. CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY associated with diesel fuelled The routes continue to experience buses are most prominent in 82

the central city. These vehicles 144 can have a damaging impact on inner urban amenity and the environmental performance of the public transport network as 227 a whole. Reliance on diesel also 343 exposes the bus industry to the risks of future oil price fluctuations. Objectives and actions 855

256 Balance and optimise the 160 269 network 1,259 256 Investment in the bus system can 860 747 be a relatively cost effective way of improving public transport service provision. Enhancing 113 44 existing bus routes or adding new routes to the network can also act as a precursor to future rail 175 and tram network extensions. 670 320 The initiatives proposed in the Bus Service Review should be implemented. Some of the network changes and additional bus network alterations are shown in this strategy. Buses in North Melbourne should Fig 8.1 Daily Bus volumes in the Central City, Source: Department of Transport be diverted to better integrate with activity in the Errol Street precinct. Use of Queensberry Street for bus services should Australian bus patronage respect the important role 2001-2010 of the street for cycling. The developing urban renewal 190% area around Arden-Macaulay SE QLD will require excellent public 180% transport. The details of the 170% transport network in this area will 160% be developed in the future. The 150% City of Melbourne supports a bus 140% link from Racecourse Road to Perth North Melbourne train station, to 130% Melbourne serve the land use development 120% Adelaide in this area. This bus route may 110% Relative to 2001-02 levels 2001-02 to Relative Hobart mature over time and eventually Sydney Canberra 100% demand a tram service. 90% Buses in Fishermans Bend can 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 be rationalised to benefit travel CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY times and untangle the central Fig 8.2, Australian bus patronage 2001-2010, Source: Bus Association of Victoria 83 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT > BUS

city components of these routes. Increase running speed lengthened to allow buses to By terminating bus services at the A bus system that is not impacted move easily into and out of them. western end of the central city by traffic congestion requires 81. Action: Extend bus stops and integrating these with the dedicated bus lanes, traffic signal train, tram and other trunk bus where necessary by removing priority, safe and efficient stops on-street parking or other routes, significant efficiencies can and interchanges. The system measures and improve bus be gained without any great loss also needs to be managed in a stop amenity. in convenience for passengers. way that reduces the impact of There is scope to use the Lonsdale general traffic on bus operations. 82. Priority Action: Work with the Department of Transport to Street corridor for routes that For example, dedicated bus lanes improve the performance of enter the central city from the require enforcement, and other bus interchanges. south and north, such as routes traffic impacts such as left turning 216 and 220. This realignment vehicles blocking bus lanes need Meet late night travel demand will use the established Lonsdale to be closely monitored and with bus services Street bus lanes and stops. avoided where possible. There is Buses such as the NightRider scope to incorporate automated service currently meet demand 76. Priority Action: Work with enforcement techniques on key the Department of Transport for late night travel on Friday and high mobility streets, to ensure and the Bus Association Saturday evenings. Expanding public transport priority is not for the implementation the times and days of NightRider impeded by illegal driver behaviour. of the bus service review services, improving capacity, recommendations. 79. Priority Action: Work with and adding new routes to the Bus operations in the central city the Department of Transport, network can help to improve public have been greatly improved by the VicRoads and the Bus transport accessibility when train introduction of bus lanes on key Association to improve the and tram services do not operate. routes, such as Lonsdale Street. running speed of buses. Queen Street, which acts as the 83. Priority Action: Work with the central city’s key north-south 80. Priority Action: Work with the Department of Transport and Department of Transport and Public Transport Victoria to route, requires similar priority. VicRoads for separate bus improve the NightRider bus 77. Priority Action: Install north rights-of-way. service including consideration bound bus lanes on Queen of smaller more flexible buses. Street in the central city. Better stops and interchanges As the frequency of buses increases There is a general need to improve on key central city routes, the Increase service frequency the legibility of bus stops across impact of buses on the amenity of The City of Melbourne’s analysis the network, including improved the footpath will increase. Buses of the accessibility of the bus design, signage and information. run at a frequency of one per network found that increasing The main bus interchange in the minute on Lonsdale Street. Many bus speeds and service frequency city is at Lonsdale Street, near bus rapid transit systems around to a minimum of 10 minutes in Spencer Street. This stop and the world run buses in the centre inter-peak times significantly link with Southern Cross Station of the road in a similar way to how improved the service provided by are important for the legibility Melbourne’s trams operate. This the public transport network. and convenience of the public removes the buses from kerbside transport network as a whole. conflicts such as turning vehicles 78. Priority Action: Work with Pedestrians at this location, and and reduces their impact on the Department of Transport, at other major bus stops, such as footpath amenity. It also provides VicRoads and the Bus Lonsdale Street near Swanston certainty to pedestrians about the Association to improve bus Street, require the highest possible frequency. position of buses on the road. pedestrian amenity and safety. Many bus stops may need to be CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY Fig 8.3 Proposed bus network changes 84

Blue Orbital Route

Blue Orbital Blue Orbital Route

Blue Orbital

l Route 402

a

t

i b Route 402 r

O e Blu Route 402

New Arden

Route 220 Route 216

Blue Orbital Route

Route 232 Route 235

5 23 te u o R

Route 232 Route 235

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Blue Orbital Route

Proposed bus network changes Based on bus service review All existing bus routes Proposed bus route change

Bus route terminus CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY Urban renewal areas 85 84. Priority Action: Investigate designing centre of the road bus operation on high- frequency routes in the city. Greenhouse emissions and energy cost Innovation in vehicle technology will continue to present opportunities for making Melbourne’s buses more fuel efficient. The use of clean source energy to power buses will also deliver amenity benefits in active central city locations.

85. Priority Action: Work with the Department of Transport and the Bus Association to introduce a fleet of clean fuel buses by 2016. Targets Targets for the bus system parallel those highlighted for trams. Increase bus running speeds The City of Melbourne’s analysis of accessibility showed that increasing bus speeds by 25 per cent had a significant effect on the accessibility provided by the public transport network. Increase service frequency Progressively increase the service frequency across the network to increase the accessibility provided by the service. Inter-peak services can be improved to a minimum of 10 minutes to offer more frequent buses, especially to meet late night and weekend travel demand.

86. Priority Action: Work with the Department of Transport, VicRoads the Bus Association and operators to improve bus service frequency and average route speeds. CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY

86

CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY Fig 8.4 Smart Buses running in Lonsdale street 87 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT 9 Taxi

Context for taxis may increase and taxi Goal ranks may need to be moved. Taxis are a form of public transport, Improved public transport and Taxis will become a offering 24-hour service, door-to- information technology may reduce high quality inner door delivery, services for special the role of taxis at the airport. needs, responsiveness to demand urban transport option, and flexibility in destination. Taxis Fuel efficiency and taxi vehicle complementing other also play a vital role in welcoming type and guiding visitors to Melbourne. public and private The role of taxis in Melbourne is transport modes. Visitors from interstate and well suited to a diverse vehicle fleet. overseas are the primary users Small, low emissions vehicles are The City of Melbourne of taxis in the city. They account suitable for inner urban trips with for 59 per cent of weekday trips few passengers. Larger vehicles will work with industry and 79 per cent of weekend with luggage capacity serve the and government to trips. Visitors from other parts of airport and other metropolitan ensure taxis can play a Melbourne account for four per connections. Specific vehicles for cent of weekday taxi trips and people with disabilities and mobility complementary role in seven per cent of weekend taxi impairments are vital for ensuring the transport system. trips, while business travel is 31 equitable access. Improving the fuel per cent of travel on weekdays efficiency of the taxi fleet should With improved and and virtually zero on weekends. be a strong objective of the taxi integrated transport Taxis are the main public transport industry, considering these vehicles’ service operating on Saturdays role in the highly populated and information, the from 4.30am to 5am, and on active urban environment. flexibility of the taxi Sundays from midnight to 1.30 am fleet can be further and from 5.30am to 7am. These are Objectives and actions times when there are still significant realised. numbers of people in the city. Support the taxi inquiry The State Government has The City of Melbourne allocates announced an inquiry into kerbside space for taxi ranks at the taxi industry, including locations throughout the CBD, to the current and potential role make it easier for people to find of taxis, and other demand taxis and reduce the need for taxis responsive transport services in to drive around looking for fares. an integrated transport system.

Issues 87. Priority Action: Participate in the State Government Taxi Lack of knowledge about the Industry Inquiry into the taxi detailed transport role of taxis and hire care industry There is currently no data available on origins and destinations for Review taxi parking zones taxi trips, numbers of patrons Council can play a central role in for each trip, or taxi availability facilitating seamless taxi transport at any particular time. through the management of taxi parking zones. It is important The changing role of taxis to have a good understanding The role of taxis is likely to change of the role taxis play in the in the future. As the city becomes transport system in order to more pedestrianised and public manage appropriately their CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY transport use increases, demand pick-up and drop-off locations. 88

This knowledge of why, when ferries or water taxis offer and who taxis serve should be several key advantages: integrated with an understanding đƫ An effective transport of land uses, business operating alternative for residents and hours and other city activity. workers in Docklands to The location of taxi parking can overcome the barriers posed help improve late night transport by Victoria Harbour and the options, especially in entertainment, Yarra River, restaurant and bar precincts. đƫ an attractive alternate link to and from the CBD 88. Priority Action: Develop taxi parking and ranks that will đƫ the ability to initiate services improve late night transport quickly, as major new options, especially in infrastructure is not required entertainment, restaurant and the opportunity to embrace bar precincts. đƫ the waterfront, generating 89. Priority Action: Work with concentrated pedestrian and the taxi industry, mobility cyclist traffic at key waterfront groups and other stakeholders destinations. to review the locations and New ferry connections between availability of taxi parking West Gate Bridge and Docklands / zones and to understand better the role that taxis play CBD would provide significant new in Melbourne. opportunities for high quality links. Water transport stops at key 90. Priority Action: Work with locations consistent with the the Department of Transport, Docklands Waterways Strategic Public Transport Victoria, the taxi industry and other Plan, including Yarra’s Edge, stakeholders to improve the north and south sides of the role of taxis in meeting Victoria Harbour, ANZ Bank and demand for late night Northbank. Central Pier is also transport a potential location for water arrivals in Victoria Harbour. A more efficient taxi fleet Introducing efficient vehicle 92. Priority Action: Work with the Department of Transport technology into the taxi fleet is to develop water taxi required. There is a pressing need services along the Yarra for taxis to become more respectful River connecting Southbank, of the inner urban environment, Docklands and the Hoddle as city activity increases. Grid and the sports an entertainment precinct. 91. Priority Action: Work with the Taxi industry and The 93. Action: The City of Melbourne Department of Transport to will work with VicUrban and develop a more efficient and Docklands stakeholders to effective taxi fleet. further develop options for water-based transport through New water-based transport the Docklands transport plan. services for docklands New water-based transport services such as fixed-service CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY Fig 9.1 Taxi rank at Flinders street station 89 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT 10 Car share

Context Private Car Ownership Goal For car share members, after joining Car sharing is a proven catalyst for Car share programs will moving people from a lifestyle of Sold only car mature to offer a regular car use to one of mostly 19.3% using public transport, walking realistic alternative to and cycling, with occasional use of shared cars for specific trips Remained car ownership for No change Car free for which the other modes of 18.4% people living and 55.8% transport are poorly suited. The working in the process works for both residential and business users and results municipality. The City Sold second car of Melbourne will in reduced car dependency. 5.8% City of Melbourne research into Sold third car support this by 0.6% the trends of car share users shows Fig 10.1 Behaviour change outcomes allocating on- and off- that by introducing one car share for car chare members in Melbourne, street parking to car vehicle, over seven private cars are Source: GHD taken off the road, as people sell a significant over-investment in one sharing where possible. or avoid buying cars. Car sharing transport mode. For this reason, car A minimum of 300 also supports policies that reduce sharing is becoming more popular, on-street car parking the provision of car parking in new and cities benefit as private car buildings, such as amendment C133 travel and parking stress decline. spaces will be allocated to the Melbourne Planning Scheme. to car sharing by 2016. In 2010, the City of Melbourne Issues expanded its support for car sharing to propose a trial of 21 Minimum profitable fleet size on-street spaces in the Hoddle Car sharing in Melbourne is a Grid and to increase the number commercial operation. Its success of spaces outside the Hoddle relies in part on having a fleet Grid to more than 60. that is large enough to generate Car sharing is a rapidly evolving sufficient car sharing activity to concept, and is likely to continue cover its costs. Costs include to offer different arrangements purchase and management of cars, for customers to access a shared booking operations and marketing. vehicle. Peer-to-peer car sharing Inner Melbourne has about 130 enables the shared use of vehicles car share cars provided by three already owned by the community car sharing firms. Expanding and the ‘Blue Car’ trial which the car share fleet will provide commenced in the Paris in 2011 greater certainty for the car provides the convenience of sharing industry as well as a more one-way trips. These approaches comprehensive service for users. deliver significant environmental Allocating space to car sharing and financial efficiencies. To support car sharing, the City The growth of car sharing of Melbourne allocates on-street internationally shows that people parking spaces for use by car are changing the way they access share operators, in a similar way an expensive asset such as a car. to the allocation of taxi parking For many people living and working spaces. This use of public space in inner urban areas, owning a car is CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY must occur in a way that is both expensive and inflexible, and is sympathetic to the local area and 90

surrounding land uses. Therefore about the benefits of car example opportunities to it will be necessary for car share sharing to the community. amend the planning scheme to parking to be allocated in an encourage off-street car share open and transparent manner, 94. Priority Action: Work with car parking. in close collaboration with local share operators in allocating City of Melbourne operated businesses and residents. 95. Priority Action: Review parking spaces to car sharing Council’s car sharing policy to Opportunities to locate car in the municipality’s existing ensure it meets the objectives sharing in off-street parking and emerging high density of this strategy. facilities are often complicated mixed use areas. by access requirements (need Encourage an innovative car for 24/7 access) and a general Develop a car share policy share industry lack of legibility and visibility. For In order to direct the City New forms of car sharing are these reasons, on-street space for of Melbourne’s support for constantly evolving, including car sharing is often preferred. car sharing, a specific policy programs for which a car will be developed to: does not have to be parked Objectives and actions đƫ provide a clear process for at a ‘home pod’ and can be allocating parking spaces used for one-way journeys. Support and enable the These may offer new mobility expansion of car sharing đƫ detail the City of Melbourne’s communications activity to choices and further encourage Assisting car sharing to flourish in support the growth of car sustainable transport choices. Melbourne is directly aligned with sharing the City of Melbourne’s transport 96. Action: Monitor innovations policies. The City of Melbourne đƫ discuss and address revenue in car sharing and update its will continue to re-purpose street implications of allocating car sharing policy where these space to accommodate car sharing on-street space to car sharing would produce improvements. throughout the municipality. đƫ define the rules for operating a The role of local government car share scheme in the in supporting car sharing can municipality also extend to marketing and đƫ recommend City of Melbourne communications channels, projects to further embed car and providing information sharing in Melbourne, for

Behaviour changes of Melbourne car share members

Before joining After joining

Bus Bus

Train Train

Tram Tram

Walking Walking

Cycling Cycling

Motorbike / scooter Motorbike / scooter

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0% 20% 40% 60% 80% 100% 0% 20% 40% 60% 80% 100%

primary mode secondary mode other mode CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY Fig 10.2 Behaviour change outcomes for car share member, Source: GHD 91 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT 11 Bike share

Context of the scheme include Victoria’s Goal compulsory helmet law. The Moving People and Freight 2006- need to purchase a helmet Melbourne will have a 2020 (2006) supported the or provide your own can be a successful, popular and establishment of Melbourne bike barrier for many potential users, well utilised public share. The scheme was launched making the scheme impractical by RACV on behalf of the State especially for spontaneous trips. bicycle system. Bike Government in May 2010. The A lack of high quality bicycle share will be well City of Melbourne provided facilities, such as separated integrated with and considerable support in selecting lanes, in central Melbourne and and providing locations for bike the relatively small size of the complementary to the stations on City of Melbourne land. scheme may also play a role. rest of the public The scheme includes over 400 bicycles and 50 stations, mostly in Integration with public transport system, from the municipality. There have been transport no major accidents reported. the strategic location There is an opportunity for the of stations to Issues scheme to play a greater role integrated information as part of the public transport Limited take up system, providing an option and payment systems. for people who need to travel Melbourne bike share has been from a public transport node operating successfully, but use Melbourne bike share (particularly city train stations) of the scheme has lagged behind to their final destination. Bicycle will be supported by a some other bike share schemes journeys can be a low cost around the world. There has been network of safe cycling option, especially compared with fewer than one use per day per bike routes and low speed the cost of building new tram compared with up to 10 uses per or bus infrastructure. They can streets in the central day in more successful schemes. also link to destinations that are city. One issue believed to be greater than walking distance contributing to limited take-up from public transport nodes. Melbourne Bike Share rentals June 2010 - March 2012

18,000

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0 Jun Jul Aug Sep Oct Nov DecJan Feb MarApr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar 2010 2011 2012

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY Source: RACV Fig 11.1 Melbourne Bike Share rentals 2010-2012 92

Location of stations Growing pedestrian volumes on the city’s streets will mean that some existing or new bike share stations may need to be located on the road rather than on footpaths. Lower city speed limits and redesigned, high mobility streets will help reduce any safety concerns about bike stations on roads. There are opportunities to improve the location and visibility of existing bike stations and promote their use more strongly as an integral part of public transport journeys, as well as ensuring key public transport nodes are appropriately served by bike share stations. Cyclists’ perceptions of safety on central city streets One of the key barriers to cycling is that the road environment is not safe enough for many people to ride. This is likely to be a factor affecting take up of Melbourne Fig 11.2 Melbourne Bike Share Station in Swanston Street bike share, especially as many of Improve central city cycling Expand and improve Melbourne the stations are concentrated in conditions bike share the Hoddle Grid where there are Improvement in cycling conditions few separated bicycle lanes. 99. Action: Support Melbourne in the centre of Melbourne is bike share and advocate for its Objectives and actions likely to help boost the use expansion within the city and of the scheme. Separated to neighbouring municipalities Review Melbourne bike share bicycle lanes and lower speed through IMAP. limits will contribute to this. There is an opportunity for a comprehensive review of 98. Priority Action: Update the Melbourne bike share involving Bicycle Plan with a strategy all key stakeholders including to connect up the bike share comparison and assessment stations in the central city against international best practice. with a network of safe and attractive bicycle routes (see 97. Priority Action: Work with chapter 6) including separated VicRoads, RACV, Bicycle lanes and compatible speed Victoria and the Department limits. of Transport to review the operation of Melbourne Bike Share and develop joint strategies to increase its use including a review of the location of bike stations. CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

93 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT 12 Transport information

Context transport behaviour. Open data Goal also has benefits for government The interfaces that people transparency and accountability. Logical and innovative experience when using the public user interfaces will transport system are extremely Issues important for ease of use, journey enable seamless use of planning, payment, navigation Comprehensive integrated the public transport and orientation. There has been customer payment systems system. Open access to great innovation in this field The implementation of myki has transport data will recently due to advancements been a significant improvement in smart phone technology, the towards an integrated payment allow everyone to make use of online applications for system for mobility in Melbourne. more informed journey planning and trip mapping, Payment systems for other and new payment systems. public and private transport planning decisions The Victorian Government remain divided, requiring users across the transport launched the myki smart card of taxis, car parking, bike and system. ticketing system in 2010. Despite its car share programs to be problems, the card allows seamless subscribed to various accounts, and cashless use of Melbourne’s all with individual access cards, trains, trams and buses. The websites, payment methods and data generated by myki will be a journey planners or maps. significant benefit to the day-to- day management and long term Signage and information planning of the public transport The signage and information network, and will hopefully feed relevant to public transport can into new user interfaces. play a significant role in how The C40 Smart City workshop easy the system is to navigate held in Melbourne in 2010, and use. There are major gaps in developed our understanding signage and information across of ‘Smart City’ principles and Melbourne’s public transport applications for transport network, and also issues for systems. Improving the user people with vision and hearing experience and enabling innovation impairments accessing information. through open and engaging government (e-gov, gov2.0) Closed data are central to the Melbourne Data and back-end information Smart City work, and have been related to the transport system integrated into this strategy. is often not publicly available, The data collected by governments or is not well published for easy and transport operators can public access. This limits the enable a greater community ability of the broader community understanding of transport to use transport data, and systems. Many cities around the restricts the development of world are actively opening up their innovative user interfaces such data to encourage the development as apps and online tools. of third party applications and tools which improve public Objectives and actions understanding of transport, create Seamless payment systems a more sophisticated system and

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY There is also great potential in ultimately encourage more efficient rolling out the myki platform to 94

other modes of transport and 101. Priority Action: Work with 104. Priority Action: Work with other aspects of city life that may the Department of Transport the Department of Transport, require a ticket, or instant payment. and Public Transport Victoria Bicycle Victoria, VicRoads Services that could be included in to improve the integration of and RACV, to gather and use the myki system include Melbourne signage and user information cycling data for planning the of all the public transport development and promotion bike share, bicycle parking at train modes – rail, tram, bus, taxi, of city cycling. stations, SkyBus, car sharing, car car share, bike share. parking and other non-transport services. This integration will Open data make car-free mobility easier and The data the City of Melbourne more flexible in Melbourne, which collects relating to the transport will enable it to compete more system presents significant effectively against private car use. opportunities to improve the 100. Priority Action: Work with planning, operation and user the Department of Transport experience of the whole system. and Public Transport Victoria There are increasingly new ways to develop a public transport of collecting and analysing data user online information which can help improve the ways interface for customer in which people move around the payment and trip planning that merges all modes - rail, tram, city. The rate of innovation in this bus, taxi, car share, bike share field is likely to continue as new and extending to regional technologies are developed, new trains, buses and air travel. collection methods are forged and the international community Easy to understand signage and becomes more advanced in information its use and understanding of Transport information needs to such information. Melbourne is be simple, easy to understand a knowledge city. A key way to and common across the network. advance knowledge is to recognise Metlink has been successful in the talent of creative people integrating train, tram and bus and engage their expertise and information and signage, which creativity by making data open. has improved the legibility of the 102. Priority Action: Make the public transport network. There transport data the City of remain issues regarding access Melbourne collects publicly to information for people with available on an open data disabilities and people from non- basis to encourage research, English speaking backgrounds. innovation and applications Improving internet access at (apps) in its use and public transport stops and interpretation. stations and on vehicles can help 103. Priority Action: Expand the elevate the attractiveness of Melbourne Bicycle Account public transport above car use. into a Melbourne Transport Activity Account to report on all modes of transport in the municipality. CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

95 CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT 13 Regional and global transport connections

Context prosperity of the country. Goal Melbourne’s airports deliver a The number of people travelling substantial number of people to Melbourne will have to Melbourne from regional Victoria every day. The airports link fast and direct Victoria, from interstate and the city with the rest of the world, connections to overseas is growing significantly, contribute greatly to Melbourne’s as Victoria continues to competitiveness as a successful Australia’s network of act as a major attractor of business and knowledge city, and major cities and global business and tourism trips. foster high levels of tourism. cities in the Asia-Pacific By 2020, more than 50,000 The Melbourne-Sydney air route is international visitors, and more region and around the the second most travelled domestic than 33,000 interstate visitors air route in the world. Options to world. Very high speed will come to Melbourne daily. relieve air traffic present significant business and tourist This visitation will be primarily opportunities to improve mobility channelled through Melbourne on the eastern seaboard and passenger transport Airport. Melbourne Airport reduce greenhouse gas emissions. will connect Melbourne currently carries approximately 23 million people annually and this is Airport access to the eastern expected to double by 2027/28. The airports are primarily seaboards region As the hub of many business accessible by private car, taxi, hire (including Sydney, and tourism trips to Victoria, car, and some bus services. The Brisbane and Melbourne has an important role current demand for travel and the to play in accommodating this projected growth of the airports Canberra). This growth. It is imperative that the means that public transport connectivity is essential urban environment and transport services to Melbourne and Avalon systems can handle significant airports need to improve. for the future increases in people accessing the The major change since 2006 has airports and other regional and prosperity and global been the growth of the SkyBus interstate centres. For Melbourne to competitiveness of service. SkyBus now operates enhance its role as a key economic over 230 services a day between Melbourne, Victoria unit in the Asia-Pacific region, the Melbourne airport and Southern city also needs to be an inviting, and Australia. Cross Station, carrying more than vibrant and safe place for visitors. 1.7 million people annually. This Central Melbourne is a major is a major improvement in public destination for many people visiting transport provision. The City of Australia. Tourism is an important Melbourne has a lot to gain from jobs sector for Melbourne, and improvements to the journey the City of Melbourne has clear between the central city and commitments to enhancing the Melbourne and Avalon airports. city experience for tourists. One of the best ways to experience Regional connections a city like Melbourne is on foot Melbourne’s capital city role and by public transport. requires the central area to be well connected with regional Issues centres of activity. Current travel between regional centres and Reliance on air travel inner Melbourne is dominated Connections between Melbourne by car use, which is enabled and other major Australian cities through the extensive freeway CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY are important for the economic network. Infrequent timetabling 96

and capacity constraints on Public transport to Melbourne’s combining these services as a some routes are often issues airports package, the visitor experience in which encourage car use. The City of Melbourne supports the Melbourne could be improved. Visitor transport in the central improvement of public transport 108. Action: Work with the city serving Melbourne and Avalon operators of tourist shuttle airports. The State Government services to develop integrated Catering for visitor transport modes has announced plans for rail links services, joint promotion in the central city is important to to both airports. In the interim, and to offer visitors an easily encourage tourism and create a the City of Melbourne supports understood offer of visitor welcoming and enjoyable city for a significant upgrade of the mobility options. visitors. Forms of visitor transport network infrastructure on which operating in the city (in addition to SkyBus operates, to reduce travel The role of our waterways most public and private transport) times, improve reliability and River transport presents a vary from large tourist buses and continue to boost patronage. great opportunity to improve coaches, the City Circle tram, the visitor connections between Melbourne tourist shuttle, river 106. Priority Action: Work with the central city and Docklands, transport, down to niche local forms the Department of Transport and other destinations such such as horse drawn carriages. to improve the reliability, as Port Melbourne, St Kilda travel times and frequencies and Williamstown. Whilst these forms provide a of the SkyBus service and the valuable service, it is important introduction of standard public Integrating river transport with they complement and do not transport fares to encourage the public transport ticketing impede other public and private greater public transport access system has the potential to make transport modes. Signage and to Melbourne Airport. it more accessible and easily information for users of these understood by both the Melbourne systems also needs to be well Better regional connections public and visitors to the city. integrated into visitor services and Regional Rail Link will make Any transport using the waterways other tourism points of contact. a significant contribution to must respect the speed limit improving rail links with Geelong, which has been implemented to Objectives and actions Bendigo and Ballarat. protect the banks from erosion Inter-city high speed rail 107. Action: Work with the and the amenity along the river. This may limit the ability of water Central city to central city transport Department of Transport to transport to compete with trams, would provide a convenient option improve the public transport links between Victoria’s buses, taxis, walking and cycling, for travellers, improve directness, regional centres and and therefore it is likely that water and potentially reduce the overall Melbourne’s central city. transport will continue to serve a travel time of the journey. predominantly tourist market. Developing high speed rail links Melbourne city tourist shuttle between Australian cities is The tourist shuttle — a free bus 109. Action: Work with State essential to maintaining transport service that connects many tourist Government to improve tourist connections in a future of rising oil attractions within the central river transport connections especially between Docklands costs and a lower carbon economy. city — has been a success. The and the east of the central city. service is used by approximately 105. Priority Action: Work with 800 people every day, and user state and federal government Provide a legible transport feedback indicates the service and the cities of Sydney and network for visitors is of great value to the city. Brisbane to investigate the Melbourne’s walking environment benefits and feasibility of There is potential to integrate and public transport network a very high speed CBD-to- the tourist shuttle with other must be easy to use to create CBD rail service between tourist transport services in the a good experience for visitors. Melbourne, Canberra, Sydney inner city, such as the City Circle There has been a deliberate focus CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY and Brisbane. tram and river transport. By on a high quality public realm in 97 the central city, however more available bikes, perfect for visitors can be done to make Melbourne to use. This network could be welcoming to visitors. Integration expanded to cover key destinations, across transport modes will help such as the region’s markets. achieve this – for example, trams approaching intersecting bus 112. Priority Action: Develop the routes should advise passengers opportunities to promote bicycle tourism in inner of their choices, and vice-versa. Melbourne through IMAP. 110. Action: Development and manage the city’s walking Bus and coach access network and signage so that The City of Melbourne has visitors and tourists find investigated the concept of a it welcoming and easy to single bus terminal to cater for tour navigate. buses, public transport route buses, interstate coaches and airport 111. Priority Action: Work with the Department of Transport buses in one central location. and Public Transport Victoria The research found that it would to make the city’s public be very difficult to find a space transport services - rail, tram, large enough to accommodate bus, taxi, car share and bike the different types of buses and share - easy to access and use their varied requirements. It for visitors and tourists. concluded that all buses converging on a single location would be Urban bicycle tourism unnecessary and inefficient. Bicycle tourism is booming in regional Victoria. Cycling 113. Action: Manage tourist bus along rail-trails between parking to enable efficient country towns, wineries and passenger loading and minimise impact on other restaurants is becoming a modes of mobility. major promotional focus for many regional centres, and the local economies are benefiting from the new markets that this industry is opening. The ‘Pedal to Produce’ initiative in northern Victoria is one example of this. Inner Melbourne hosts some very high quality food markets and a network of excellent food and drink precincts throughout the region. The City of Melbourne sees a tourism opportunity to promote cycling to and between these locations. This would reinforce the City of Melbourne’s support for everyday cycling and also build on a strong culture of social and recreational cycling.

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY Melbourne bike share offers an excellent network of publicly 98

CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY Fig 13.1 SkyBus connects Melbourne’s CBD to Tullamarine International Airport 99 Efficient urban freight CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY

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CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

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