I I I I I I I I I I I I I I I I I I I I I ~I 1Frastructure Library I Contents I Executive Summary

I Department of Planning & Development I Department of Housing and Regional Development MELBOURNE METROPOLITAN STRATEGY I STRATEGIC INFRASTRUCTURE DEVELOPMENT PROJECTS & PROGRAMS I FINAL REPORT

I SOUTH EAST REGION I I I I I I I I I I SINCLAIR KNIGHT MERZ/ N I E I R in association with I Spiller Gibbins Swan Pty Ltd · · Travers Morgan Ply Ltd I Loder & Bayly Consulting Group October 1995 I I I I I I I I I I I I I I I I I I I I I ~I 1frastructure Library I Contents I Executive Summary

I 1. Introduction 1 1.1 Purpose of Study 1 1.2 Definition of Region 2 I 1.3 Study Context 3 I 2. Study Process 5 3. Development of a Strategic Framework 7 3.1 Policy Analysis/Context 7 I 3.2 Region Description 8 3.3 Views of Stakeholders 16 3.3.1 Industry Surveys 16 I 3.3.2 Agency, Institution and Local Government Survey Responses 17 3.3.3 Responses to Advertisements 19 3.3.4 Regional Workshop 1 19 'I 3.3.6 Regional Workshop 2 22 3.4 Future Changes 23 3.4.1 Current Trends and Expected Growth 23 I 3.4.2 Other Drivers of Change 28 3.5 Regional Objectives, Vision and Projects 30 3.6 Economic Development Strategy Framework 33 I 3.6.1 Regional Competitive Strengths and Weaknesses 33 3.6.2 Regional Economic Strategy Framework 36 I 3.6.3 Summary 38

4. Projects and Project Packages 40 I 4.1 Project Selection 40 4.2 Project Descriptions 44

I 5. Project Assessment 65 5.1 Assessment Process 65 5.2 Relationship to Strategic Framework 70 II 5.3 Project Program and Costs 70

6. Implementation: Urban Management Structures 71 I 6.1 Background 71 6.2 Guiding Principles 71 6.3 Management Options 72 I 6.4 Delivery of Strategic Programs • Some Options 73 6.5 The Preferred Approach 75 I 6.6 Summary 76 I I l_.I I I I References 78 I Appendices (Bound in separate volume) Appendix A - National, State and Metropolitan Policies

I Appendix 8 - Policies of Regional Organisations I Appendix C - Policies of Local Govemment Appendix D - Strategic Objectives of Service Providers I Appendix E - Detailed Description of Region I Appendix F - Industry and Business Interviews Appendix G - Long List of Projects I Appendix H - Response to Advertisement Appendix I - Workshops 1 and 2 Reports

I Appendix J - SWOT Analysis I Appendix K - Project Descriptions Appendix L - Evaluation Tables - Performance Criteria

I Appendix M - Special Note - Road Access I Appendix N - Study Team I I I I I I I I I I I Executive Summary

I Background

This report was commissioned by the Commonwealth Government I through the Department of Housing and Regional Development and the Victorian Department of Planning and Development to identify infrastructure projects In the south east region of Melbourne which would I strengthen the economic position of Australia, of Victoria and of the region. Although the focus of the study was to be based primarily on an economic framework, considerations were to include broader issues such I as quality of life (livability) and sustainability. I This report was prepared by a consortium of consultants comprising: o Sinclair Knight Merz Project management, transport planning and engineering;

I o National Institute of Economic and Industry Research (NIEIR) Economic analysis and assessment, freight analysis;

I o Spiller Gibbins Swan Urban economics and planning;

I o Loder & Bayly Consulting Group Transport planning, urban and social planning; and

I o Travers Morgan Public transport planning.

I The Commonwealth selected the south east region of Melbourne together with the north west region because these regions were seen to be critical to the economic well being of Victoria and the nation. The south east I region was an area where it was recognised that the provision of infrastructure had lagged behind rapid post war urban development. The study area is shown in Figure E.1. The north west region was also I the subject of a separate and concurrent study, by Ratio Consultants in association with DJA Maunsell and others. I The Process the Study Followed This study, which extended from January to June 1995, followed a process which emphasised the following: I o Intense consultation with all the levels of government, with private industry with government agencies and regional authorities.

I D The examination of a wide range of issues relating to urban development which included economic, land use, engineering services, transport, technology, recreation, conservation and social I issues.

I SINClAIR KNIGHT MERZJNIEIR CONSORTJJM 5R046.102.BJF:mh:17/10/95 I I I I

I o high quality tourism assets (e.g. in the outer east and peninsula). Tourism Is a strong export growth sector;

I o a strong base in tertiary educational services, particularly based on Monash University (and including the Monash Medical Centre). This part of the service sector is an important export growth sector in its I own right, as well as being central to the development of regional employment skills; I o a deep water port (at Hastings). Ports are traditionally focii of economic activity and they are scarce assets;

o generally good internal road connectivity. This is important in I retention of business and attraction of new businesses. Road congestion, which exists at several locations. can be a significant I reason firms relocate out of a region; o an extensive radial rail network. This gives good access opportunities for residents to work elsewhere (along or near the I radial routes), assisting development of the residential base of the region;

I o a core of well developed urban centres (e.g. Ringwood, Dandenong, Glen Waverley, Knox, Frankston). Urban centres are the places where higher order services growth tends to concentrate. Without I such centres, opportunities to share in this economic growth are diminished;

I o slightly higher income levels than the rest of Melbourne. This underpins a strong retail trade sector and generally high quality urban assets and also helps provide the domestic markets on which I export growth is often built; o green space and other high quality environmental assets. These are I important contributors to breathing space and to the environmental amenity of the region, an important component of high quali.ty living environments, which attract people who can build new businesses.

I SINClAR KNIGHT MERlJNIEIR CONSORTlJM 5R046.t02.BJF:mh:17 /10/95 iii I I I I

I as inhibitors of regional economic development. As with the competitive strengths, the weaknesses tend to apply to particular parts of the broader I region. The main competitive weaknesses can be summarised as follows: o poor connectivity to the main interregional, interstate and international transport nodes and links. Apart from access to/from the Gippsland I Region, these nodes and links are essentially in the central Melbourne area (e.g. Port of Melbourne, Dynon rail terminals) and in the north (Hume corridor), north-west (Tullamarine: Calder corridor) I and. west (Adelaide corridor). The region is the furthest from these nodes/links of any part of Melbourne and traffic congestion on key I access/egress links adds to the cost of this separation; o the region has large areas of relatively undifferentiated development. with little sense of place. This reduces their attraction as residential I and business locations for many owners/managers and firms; o the low density development which characterises the region mitigates against development of centres of concentrated higher-order I services employment. It should be added that this form of development is associated with high levels of dependence on car travel, the long term sustainability of which is increasingly coming I into question on greenhouse gas emission grounds;

o the major Dandenong centre has a poor image and lacks the local I occupational base for growth of higher-order services employment and the local high income levels to support more extensive retail and I services development; o parts of the core region have suffered considerable manufacturing employment loss and have a perceived image as being relatively I undesirable locations; o much of the workforce in the core is not qualified for employment in I those sectors with better growth prospects; o the Port of Hastings is not able to handle non-bulk cargoes and is losing trade in its bulk markets (e.g. as Bass Strait oil supplies wind I down); ,,

.I D public transport services are perceived as being unreliable and unsafe, which acts as a counter to the advantage of an extensive radial network. They are perceived to have inadequate frequency, I coverage and coordination. I

I SINCtAR KNIGHT MERlJNIEIR CONSOR11UM 5R046.to2.BJF:mh:17/10/95 iv I ,....------~~---- I I I

I The Recommended Economic Strategy Framework for the Region

The region has many attributes which create the potential for economic I growth. For example, overall it has high existing and projected population growth rates: in the main It is an attractive place to live and work; it has the structure in place for a comprehensive intra-regional I transport network (both radially from the central business district and for cross-regional communication); it has an extensive system of major centres of activity which provide a high order of goods and services; and I it has good access to a wide range of educational, recreational and cultural activities. I However, the region has some limitations and potential problems. The recommended strategy for the region is based on an overall strategic framework that has three major elements and a number of supporting elements. The major elements which aim to overcome the region's I limitations and enhance its strengths are:

D To increase the linkages between the region and the national and I international trading system (ie. better connectivity in both transport and telecommunications).

I o To constrain the potential for further urban encroachment into the high value agricultural, environmental and recreational areas of the I South East's hinterland. o To improve the match between the region's workforce skills and the I changing requirements of the evolving workplace. The first of these key elements is aimed at overcoming the region's greatest inhibitor to economic advancement, which is the limited access I to the national and international transport system: the region is remote from Melbourne's international airport; the main port is difficult to access due to congestion; the national railway system bypasses the region; and I access to the national highway system is constrained. The second major element is directed at controlling the spread of the region's ·growth to ensure that a more ecologically and economically sustainable form of development can eventuate. The third major element is aimed at I ensuring that the region's workforce skills base keeps pace with the needs and demands of a globally competitive economy.

I This strategy supports the following vision for the region:

·our vision is of a community which will become increasingly well I educated. They will often find employment in the high growth technology based industries, and be attracted to living in higher density multi dimensional environments and enjoy relaxation in surrounding natural and I man-made environments. Combined with much improved access to

I SINClAIR KNIGHT MERUNEIR CONSOR1liM SR046.to2.BJF:mh:17/10/95 V I I I I

I external markets, this region will be a major contributor to Australia's economic future. •

I Projects to Support the Economic Strategy

The recommended strategy is intended to enhance the region's I competitive strengths and reduce competitive weaknesses. We recommend that the region would be best served by a strategy based on the following elements and supported by the project packages described I more fully in Section 4. 1. Improving connectivity to the major interregional, interstate and international transport nodes and links, which provide access to key I markets for goods and services from the region and from important suppliers of inputs. This element mainly requires improved road access to the north, centre and west of Melbourne. The focus needs to be on I access from the central and northern parts of the region, since the southern corridor is already quite well served. It is argued in the project selection process that the top priority is upgrading the South East Arterial I west of Warrigal Road, building the Domain Tunnel and improving road access in the Western Bypass!Tullamarine Freeway corridor. The northern part of the region would benefit from a better road connection across the I Yarra River between Heidelberg and Warrandyte where freight bound for interstate and international markets must pass. Standard gauge rail access for freight from Hastings and passenger access between I Dandenong and Tullamarlne also need to be considered in relation to improving access to major external markets. Upgrading information and communication technology is also an important ingredient of logistics I improvement and the general business environment. · 2. Sustaining and selectively improving intraregional transport quality, to ensure that intraregional transport does not become an impediment to I business development. This element focuses on improving conditions for the movement of both people and goods and selectively targets I improvements to roads, public transport and cycling to achieve this. 3. Increasing the level of development of a select number of utban centres, to facilitate growth in higher order services employment and I related activities. This requires efforts to make the centres more. attractive for higher order business services and for a range of other cultural, entertainment and commercial services. The presence of several key rail I nodes in the region provides opportunities for centre development and Dandenong has the size to warrant pursuit of further higher order services development. It will need to overcome the identified competitive I weaknesses of Dandenong.

4. Developing the Monash precinct as a centre for knowledge intensive I manufacturing and services industries. This includes attention to

I SINClAIR KNIGHT MERZJNIEIR CONSORIIJM 5R046.to2.BJF:mh:17/10/95 Vi I I I I I extending the range of extra-curricular activities which are available in the precinct, to make it a more desirable work and other activity location (e.g. conference facilities, quality restaurants; entertainment and I recreation facilities), as well as increasing the capacity to attract high tech manufacturing and related businesses (e.g. upgrading electronic I data interchange (EDI) capacities). 5. Encouraging employment growth in the north western parts of the region, which are nearer to external markets and will tend to encourage a I more consolidated and sustainable urban structure. This also has the social advantage of providing employment opportunities close to areas where substantial employment losses have occurred in recent years and I unemployment rates are relatively high. In addition, it will reduce development pressures on sensitive environments in or near the fringe growth areas (e.g. the Western Port sea grasses and mangroves), adding I to the sustainability of the development pattern.

6. Increasing the avm1ability of educationavtraining/retraining programs, to I better equip the workforce for jobs in growth sectors. The core of the region needs to be a particular focus of attention, because of the high unemployment rates and low workforce participation rates in parts of this. I sector. 7. Promoting ecologically sustainable development through environmental enhancement, resource protection and innovative urban design to make I the region a show-case in issues which will be of increasing national and international significance (eg. urban villages, focusing on mixed uses; sediment control, waste water reuse, greening projects). This will also I help provide living environments which attract business people and their businesses.

I Project Assessment

The priority infrastructure projects included in the above strategy cover a I wide range of types (road, rail, conservation, recreation, town planning, engineering services, educational, urban design,and information technology) and are in various stages of development (from committed I projects and projects In the feasibility stage, to those which are presently a little more advanced than good but vague ideas). ·· I In terms of the region's future form, a summary of what we believe to be the key strategic elements for the area is shown in Figure E.2. The economic future of the region will increasingly lie in the development of high technology industries with strong links to education. The obvious I geographic centre of this is the Monash University precinct in Clayton. This must be combined with higher levels of education and training for I the workforce to support high growth industries.

I SINClAR KNIGHT MERZJNIEIR CONSOR1liM 5R046.102.BJF:mh:17/10/95 Vii I I • • I • • LEGEND ·••• Notional Boundary of Study Area I UrtlanEdge Major Commercial Centres I I I I I I PORT PHILLIP I BAY I I I I

WESTERNPORT I \ BAY I \ '• I I Mn.BOUAHI! MI!TROPOLITAH SnlATI!OIC INPRASTRUCTURI! STUDY FIGURE E.1 SOUTH eASTDN RI!OION 1ftS I ~ ~~AA~ •------"w__ SJNCLAJRKNJOtn' MERZINIEJRCONSOR11Urot ------1 I I .------~ -~---~~ I I I

I o The explicit recognition of the goals of National, State, regional and local government bodies, together with existing policies.

I o Two workshops, each attended by about 50 people from a wide range of backgrounds. See Appendix I.

I o The progressive evaluation of a long list of infrastructure projects (about 140) by a process of elimination to identify projects and I programs critical to the future success of the south east region. o These evaluations were based on available information and professional judgment disciplined by a broad evaluation methodology; no new data was collected. No detailed analyses I were available for many of the major projects.

o The identification of urban management structures which would I facilitate implementation. I ) The South East Region The region contains a mixture of residential and industrial land uses, a variety of industries and residential areas which, in many ways, represent I a cross section of Melbourne's population. However, it does have marked differences within the region and particular strengths and I weaknesses, which provide the basis for our recommendations. On the basis of the analysis and consultations undertaken in the region, the more unique competitive strengths can be identified as follows (not I necessarily in any priority order):

o the presence of a strong manufacturing base, including a significant I high technology component (especially in the industrial east and south within the Region). This base provides a foundation for growth of regional exports, particularly of the more elaborately transformed I manufactures, where growth prospects are good; o a well qualified workforce in parts of the region (especially in the inner catchment area but also in parts of the industrial east). This is I important for the development of any employment but particularly for growth of higher order services employment, where export I employment growth will be increasingly concentrated; o a high quality nving environment (e.g. in the inner residential east, outer east and parts of the peninsula). There is widespread evidence I that this is essential for attracting the owners/managers who build many export oriented businesses; I

I SINClAIR KNIGHT MERZ/NIEIR CONSOR11JM 5R046.to2.BJF:mh: 17/10/95 ii I I I Canberra NOTE Sydney Brisbane I This diagram highlights the major elements anctissues diagrammatically. The text provides mora detail and should be relied upon. I LEGEND

<~r::J D EXTERNALCONNECTlONS

I (1.1r1 :·! INTRA-REGIONAL ACCESS

+--~- INCREASE RAIL ACCESS I (I KEY URBAN CENTRES

IFJI MONASH PRECINCT . I ~ ENCOURAGE EMPLOYM:Nr I oandenong R11noea I I

I PORT PHILLIP BAY I I I I

· ~·· ';.-l ~EENSPACECONNECTlONS ' I ·¥: ;SEO!MENTCONTROLS ,-. PROTECT WESTERNPORT l 1CA TCHMEI'IT I ·1 PROTECT RICH AGRICULlURAL LAND .. l EXISllNG URBAN AREAS I ~URBAN EXPANSION

MELBOURNE METROPOLITAN STRATEGIC INFRASTRUCTURE STUDY I SOUTH EASTERN REGION 1008 FIGUREE.2 KEY STRATEGIC ELEMENTS AND ISSUES I SINCLAIR KNIGHT MERZI NIEIR CONSORT~UM'-----·------·------' I I I I

I This needs to be combined with projects and programs to improve the "livability• of the region. not only to benefit existing residents but also to encourage footloose, high-tech experts from other countries and other I states to migrate to the region.

The projects described above as constituting the most effective support I for the regional economic development strategy were identified from a progressive application of this vision. We identified what was, initially, a very long list of potential infrastructure projects and programs. An initial I cull of this list was applied by selecting those projects most clearly aligned to the strategic objectives behind the strategy. A more detailed evaluation then took place, where the individual projects were assessed 'I in terms of: o regional strategic fit; o individual project merit; o implementability.

This identified the potentially most effective projects. Consideration of the interaction between them and the opportunities to build on synergy led to their packaging in the form which is described above.

I Table E.1 gives an overview of the shortlisted projects, shown in priority order according to the broadest set of assessment criteria ("All"} and on project, implementability and regional criteria separately. This shows that I the City Links project, which is now proceeding, has the highest regional priority. The next group of projects cost less. Rgure E.3 illustrates the priority ranking of the projects together with their estimated costs and I their ratings ie. composite assessment scores. These assessments are based on judgements of the study team members rather than detailed I analyses which were not available for many of the projects. Along with the City Bypass project, the Monash Precinct, Dandenong and Caulfield Centre projects, the education access project and information I technology initiatives are each ranked highly on most criteria. Although the North East Link and Scoresby Transport Corridor projects are seen as very important projects from the transport perspective they I have been given low ratings by the study team due to possible.issues raised in terms of impacts on the environment and urban form respectively. Each of these projects could have major effects on land I use, transport, the environment and the economy. Within the Scoresby Corridor there are a wide range of public transport, private transport and land use combinations each having different impacts. The economic I evaluation also depends on the particular economic perspective and the values which are placed on the short and long term effects. Some economic analyses rate a freeway along the Scoresby Transport Corridor I very highly. The study team has therefore recommended that

I SINClAR J

I NOTE These assessments are based on judgemera of the study team n a11bers. I Table 5.1 v.ithin ttis report pruvides details of the aiteria covered in each of the categories ot • Projed; . I • l"l!lementatlon (lmpln.); and • Regional. 'Air represents an owrall assessmert. I I I Project Project cost criteria Ranking Number Desciption ($M) All ProJect lmpln. Region I 1.1 Cltv Bypasses 1700 1 1 1 5 1.2 Hallam Bypass 90 19 21 3 21 1.3 Airport Rail Link 175 9 6 19 8 1.4 standard Gauge Rail to Hastings 100 15 10 21 12 I 1.5 Reserve Airport Footprint 50 22 23 14 22 1.6 Information Technology 10 6 9 11 6 1.7 NE Link, Metropolitan Ring Road S!iO 21 20 23 20 I 2.1 scoresby Transport corridor 540 23 22 16 23 2.2 Program of congestion Relief 40 10 11 9 9 2.3 General Public Transport upgrade

I I I

TABLEE.1 I PROJECT RANKINGS BY CRITERIA I s~~~~~~~'------~ I I

I LEGEND

1.1 - City Bypasses 3.2 - Caulfield Employment Node I 1.2 - Hallam Bypass 3.3 - Glen Waverley Centre 1.3 - Airport Rail Link 3.4 - Frankston Centre 1.4 - S.G. Rail to Hastings 4.1 - Monash TechnoLogy Precinct I 1.5 Reserve Airport Footprint 5.1 - Oakleigh/Huntingdale Redevel. 1.6. Information Technology 6.1 - Increase Education Access 1.7 NE Link, Metro. Ring Road 7.1 - Westernport Drainage Projects I 2.1 Scoresby Transport Corridor 7.2 - Waste Water Reuse 2.2 Program of Congestion Relief 7.3 - Bayswater Urban Village 2.3 - General PT Upgrade (rail) 7.4 Greening the South-East I 2.4 - Bicycle Path Network 7.5 - Sandbelt Open Space 3.1 - Dandenong Centre I I I 50.0 10000

45.0 I IIIIIIIIIIIIICOStS

40.0 -+--Ratings I 1000 35.0

I 30.0

Dl i 25.0 .E ~ 100 ..Ia I II£ iu r-..... 20.0 I 1\ 15.0

10 1\ 10.0 I ~ I 5.0

1 4 4 4- ~ ~ ~ ~ ~ ~ q ~ ~ ~ ~ ~ ~ N ID ... "l .... ~ ...... ~ ~ N ~ ~ N ~ ~ ~ ~ ~ ...... ; ,.; ,.; cD ...:· ..,; ,...: ... c-i I " ProJect Number .I

I MELBOURNE METROpOLITAN STAATEOIC INFRASTRUCTURE STUDY FIGURE E.3 SOUTM EASTERN REOIDN 1888 PROJECT RATINGS AND COSJS I SINCUIR ICNIOHTMERZINIEIRCONSDRTIUMI______-J I I I I

I Environment Effects Studies should be carried out for these projects.

Urban Management Recommendations I In order to deliver these projects effectively, the Study recommends;

o the strategic projects and programs identified by this study form the I basis for the project packages to be delivered; o regional input to project delivery to be coordinated through I reconstitution and expansion of the South East Region Infrastructure Task Group (previously chaired by Department of Planning and I Development). o process to be coordinated at regional level by a specialist facilitator responsible to the Department of Planning and Development:

I o overall program coordination to be undertaken by the Department of Planning and Development;

I o acting on advice from the regional body. infrastructure agencies to incorporate prioritised project packages within their three year I forward capital works program and undertake detailed planning; and o similar arrangements to be struck with private sector infrastructure I providers; Conclusions

I This report has focussed on the South East region of Melbourne and its contribution to the quality of life in Melbourne, Victoria and the nation. An economic development strategy was formulated which builds on the I unique strengths found within the region and reduces the weaknesses. Implementation of the strategy will require infrastructure development, I either to improve economic competitiveness directly, or to improve the conditions under which competitiveness flourishes. Many potential infrastructure projects were assessed. The evaluation process allowed the prioritisation of these projects and their packaging into groups of I mutually supportive projects with common themes. ..

The key infrastructure project for the South East region is the completion I of the Southern and Western Bypasses, giving better regional access to the Port of Melbourne, the National Highway System, the standard gauge interstate rail lines and Tullamarine Airport. Implementation of this project I is already under way.

This study has confirmed the national significance of this project through I its strategic link to the South East region. The Study Team believes that

I SINClAR KNIGHT MERlJNIEIR CONSOR1lJM 5R046.t02.BJF:mh: 17/10/95 iX I I I I I the City Bypasses project is crucial for economic development in metropolitan Melbourne, for Victoria and Australia.

I The second highest priority within the region should be the enhancement of the Monash University precinct as a centre for knowledge-intensive I manufacturing and service industries. This report has identified and prioritised a number of other projects. The delivery of these projects would be facilitated by changes to the urban I management system as outlined in this report.

The Study Team is confident that, these projects will improve the region's I prosperity and livability and will contribute to Australia's economic future. I I I I I I I I I I I I SINClAR KNIGHT MERlJNIEIR CONSOR1lJM 5R046.to2.BJF:mh:17/10/95 X I I I I l.lntroduction

I 1.1 Purpose of Study

The Melbourne Metropolitan Strategy (MMS), now in preparation, will I provide a framework for urban development in the metropolis in the medium to long term. The Strategy will concentrate on policies, programs I and projects which will be essential in the process of managing change. From an early stage of strategic development, the importance of large scale infrastructure projects has been evident. Such projects can I influence economic development through the provision of better linkages between key activities and an improved performance of the land use system.

I Other factors emerging as crucial are the roles of Commonwealth and State Governments in guiding economic development.

I The "Strategic Infrastructure Development Projects and Programs· Study, hereafter referred to as "The Study", has been initiated jointly by the Victorian and Commonwealth Governments in order to identify and I prioritise specific actions, projects and programs aimed principally at infrastructure investment that will achieve sustainable economic I development within the South Eastern region of Melbourne. The South East region comprises the broadly defined Western Port area, that encompasses the fast growing residential and employment south I eastern corridor, Hastings and the Scoresby corridor together with Monash University and related research complexes. The area is shown in Rgure 1.1. The analysis conducted in this study is at a broad strategic I scale and the study boundary shown is indicative rather than formal. This South East region is one of two regions targeted for special I infrastructure investments. The other is the North West region and is the subject of a parallel study being conducted by Ratio Consultants with l1 DJA Maunsell and others. The South East Region Study Team comprised the following consortium of consultants:

I c Sinclair Knight Merz Project management, transport planning and engineering;

I c National Institute of Economic and Industry Research (NIEIR) Economic analysis and assessment. freight analysis;

I o Spiller Gibbins Swan Urban economics and planning: I

I 5R046.102.8JF:mh:17/10/95 1 I I I LEGEND I --Notional Boundary of Study Alea ~ UrbanEdge I . • Major Commerctal Centres I, . _,.....______oKN~X• • I • • • •• I • • •~~~·~: ~~~ • I I I

?ORT I PHILLIP 3AY I I I I

WESTERNPORT II \ BAY I I \ I I

MI!LBOUIIUII MmtOPOUTAN STRATHIC INPRMTRUCTURI! STUDY FIGURE 1.1 I SOUTH !AITIIUI RHIOH 1111 STUDY AREA ,______[;]__ SINCLAIRKNIOKTIII!AZ/NIIIRCONSORnUM ------' I I I I I I Cl Loder & Bayly Consulting Group Transport planning, urban and social planning; and

I Cl Travers Morgan Public transport

I Members of the Study Team are listed in Appendix N. I 1.2 Definition of Region For the purposes of this analysis, the South East has been outlined by the Department of Planning and "Development as the area extending east I from Caulfield to Pakenham and south from Ringwood to Flinders, these names referring to the old municipalities. A core area within this larger area has been identified, extending from Monash University ea$t to · Pakenham and from Ringwood south to Hastings, including the port of Hastings. The core includes some areas of high manufacturing concentration and central parts of the eastern and southern growth corridors. For analytical purposes, the core area has been deemed to · include all parts of the Statistical Local Areas (SLAs) within the area boundaries. Those Statistical Local Areas not within the core have been designated as a catchment area, these SLAs being largely to the west of I the core area. The SLAs in the core and catchment areas are as follows:

Core Area Catchment Area I Berwick Box Hill Cranbourne Camberwell Dandenong Caulfield I Hastings Chelsea Knox Flinders Oakleigh Frankston I Pakenham Malvern Ringwood Moorabbin Springvale Mordialloc I Nunawading Waverley I These areas are shown on Figure 1.2. The Statistical Local Areas form either the whole or parts of the restructured municipalities of Mornington Peninsula, Frankston, Casey, I Cardinia, Greater Dandenong, Knox, Kingston, Monash, Maroondah, Whitehorse. Boroondara and Stonnington.

I The region as a whole encompasses over 40% of Melbourne's population so is bound to reflect many of the characteristics of the larger metropolis. At a more detailed level, however, differences emerge as is pointed out I in this report.

I SINClAR KNIGHT ~EIR CONSCRIIN 5R046.102.BJF:mh:17/10/95 2 I I I ·NOTE Core Are• Catchment Area

s.rwtc:tc Box Hill I Cranboume Cambe!MII Dandenong Caulfield • HIStlngs Chelsea • • • Knox Flinde~ I Oaldelgh Frankston Pakenham Malvem Ringwood Moorabbin Springvale Mordialloc I Nunawading Wavwrley I I I I .! CORE AREA

PORT PHILLIP \ I BAY ! •Ii I I I I

I WESTERNPORT BAY I I • I •

MIIUOUIUCI MITilOPOUTAN aTRATICIIC INPRAITRUCTUU STUDY FIGURE 1.2 I SOUTM !ASTDN IU!QION 1111 ANALYSIS AREAS '------·-----..low__ IIIICUIIl KNIGHT Mal INIIIIlCOUOilnUM I I I I I

I The broad characteristics of the region as described in this report are largely derived from the 1991 ABS Census of Population and Housing. Since that census, there has been continued growth in the eastern areas I of Berwick, Pakenham and Cranbourne.

While the core and catchment division proved useful in identifying the I region, the specific characteristics of the component parts of the area required a separate sub-regional structure to be adopted for a more detailed analysis, based on the broad socio-economic structure of parts I of the larger region. These sub-regions are listed below. The identified sub-regions are:

I Industrial East Knox, Nunawading, Ringwood and Waverley. This area encompasses the new municipalities of Knox. Whitehorse (part), Maroondah (part), and I Monash (part)

Industrial South I Chelsea, Dandenong, Oakleigh, Moorabbin, Mordialloc, Springvale. This area encompasses the new municipalities of Kingston, Greater Dandenong {part), Monash (part). Glen Eira (part), Bayside (part), and I Frankston (part)

Eastern Growth Areas I Berwick, Pakenham. This area encompasses the new municipalities of Casey, Greater Dandenong (part). and Frankston (part) I Southern Cranbourne, Frankston

. Peninsula I Flinders, Hastings, Momington. This area encompasses the new municipalities of the Mornington Peninsula and Frankston (part)

I Residential Inner East Box Hill, Camberwell, Caulfield. Malvern. This area encompasses the new municipalities of Whitehorse (part), Boroondara (part), Glen Eira I {part). and Stonnington (part) I F~gure 1.3 outlines the boundaries of these sub-regions. 1.3 Study Context

I The emphasis of the Study is on investment in infrastructure in order to foster economic growth and wealth creation : in general, prosperity.

I However economic objectives do not fully define the aspirations of the

I SINCIAR KNJGHr WRZINEIR CONSOR1IN 5R046.102.BJF:mh: 17/1 D/95 3 I I I NOTE The bounda..- allhae IIUI) "'~~- oommpond to bounds"- al groupa al muniCipelitltllnlhey exmed befln the cnenges in muniCipal I boUndanllll Introduced 1n 1994. I ·..... ___ - oJ>..,J-_ .... _,r ... - ·---~~-:: I ! ·, ·' ...... -· i~ I ' I ,! ' . ··------,-._;· - I .~ .--) ... ··"'.}._ ...... ~ ---.... ,., I~ ,....::. ·~ e :.r• : ~-112.--..;t I ~.. 'J_ "":---_ ,.-·J ; '... ..,....; . .. :; -...... r-... - -...... -----~.··· - ~~.._ •i ------! _ I '> : -..1 i I ----.__ - :_, ---=...___.; I --' ..- ___ .. I Eastern Growth I I I I I I I

MIUOUIINIIIIIIT'IICIPOUTAN IITIIATRIC INI'IIAITIIUCT\1111 STUDY 80UTM biTDNIIIRIIOW 1MI FIGURE 1.S I SUB REGIONS USED IN ANALYSIS I I I I I

I Melbourne community : there are also environmental and social objectives, or in general "livability". (Section 3 of this report expands on I the theme of vision and objectives). It is therefore important to ensure that the assessment of potential infrastructure projects or programs takes place within a broad framework I of community values. A project which enhances economic performance to the detriment of the city's human qualities, or vice versa, is not a highly I desirable outcome. The identification, assessment and evaluation of potential projects and programs needs to be preceded by the establishment of such a I framework. When these two steps have been taken, the product will be a prioritised I list of projects and programs, suitably packaged to account for inter" relationships between them. To gain the potential benefits of such projects, there needs to be a project delivery process where the roles of all spheres of government and the private sector are clearly understood. I The lack of such an urban management process has stalled the progress of otherwise worthy strategic plans in many cities in the past.

I The Study has, accordingly, been structured into three Stages.

o The first Stage establishes the strategic framework and baseline I situation in South Eastern Melbourne for the assessment of infrastructure options.

I o The second Stage generates, assesses and evaluates infrastructure options and identifies the preferred ordering and packaging of I projects and programs. o The third Stage considers changes to urban management processes I which would facilitate delivery of these projects. The planned course of the Study was described in detail in the South I East Region Inception Report, dated February 1995. I I I

I SINClAR KNIGHT MERUNEIR CONSORtlN SR046.to2.BJF:mh: 17/1 0/95 4 I I I I 2. Study PIOC8SS

I In developing a strategic framework and projects and programs for the South East Region, a comprehensive and extensive process of information gathering and meetings was conducted by the study team. I This section briefly describes the major areas of investigation, with more detailed information available in the attached appendices. Figures 2.1 I and 2.2 summarise the study process. Analysis of DoaJmentary lnfonnation

I Analyses of the region and its characteristics were undertaken, using such material as: o socio-economic data from the Australian Bureau of Statistics; I o special purpose analyses such as "Watching the Westernport"; o previously conducted studies of areas within the region; o maps, planning schemes, local government policy documents and I associated material; o maps, policy documents, market and project analyses from infrastructure providers; o analyses and policy documents from Commonwealth and State I Government .sources. · I Consultation with Government Agencies and Infrastructure Providers Each municipality and infrastructure provider in the region was contacted and requested to nominate contact persons. Consultations focused on I such matters as regional strengths, weaknesses, opportunities and threats. organisational policy directions, visions of the region and infrastructure projects, whether planned by the organisation or desired. I Staff from Commonwealth and State Departments briefed the Study Team on policy issues at these levels. Refer Appendices A, B, C and D.

I Survey/Consultation with the Private Sector

Survey/consultations were undertaken with substantial numbers of private I sector businesses, across the region. Particular attention was paid to transport and industry sectors and their perceived infrastructure needs. I Refer Appendix F. SWOT Analysis

Information and data collected in the previous stages of the· study were I combined and an agreed view of the region's strengths and weaknesses. opportunities and threats was synthesised. Refer Appendix J.

I Workshop 1

A workshop was held at Monash University at which the study team's I analyses were presented to approximately 50 representatives of the

I 5R046.to2.BJF:mh:17/10/95 5 I 1------[]

!i!!. consultation ft Analysis of With Local consultation/survey of ,.S! ~~ Government Documentary Private sector ~ Information and i5 Businesses !j i; & Briefings Infrastructure ,I Providers . - II iii ... ~ ;II •i i1 I:I l"' c ll SWOT Development Analysis, 1 .....,..,,;:._------t~ of a strategic ..______11 workshop I Vision and · . Framework and Regional a 'Long List' of 1 •~ I Objectives Projects

See Figure . ASSessment of ProJects i workShop and. Development of a 1----~~-..._----~• 2.2/or 2 Detllils ~~rtLi~ ! ~ t/ ,;.· Evaluation of Projects Development and Development of -==------~• of urban Program/Project Management Packages structure

:...... ~ ...... ···········-··························· I

I NOTE RATIONALE FOR PROJECTS THIS OIAGRAM IS AN ENLARGEMENT OF I THE PREVIOUS OIAGRAM r...... "' STRENGTHS WEAKNESSES OPPORTUNITIES THREATS I 1 1 ! J L.._---~_·:::.·:·_[ __ ·------_-...---·-".! ~ a ~ I ~ ..., 1 VISION ! ~ i I ! it ! l ~:------~------I L...... lfJ

I i : I I I I ! ! ..... ! : :::J : ECONOMIC DEVELOPMENT STRATEGY I ELEMENTS I I II

I ! ~ . :.o".uooooo; ~ I I EVALUATION OF PROJECTIPROG~ PACKAGES I PROJECT/PROGRAM PACKAGES I .--1 J_ J_ ..L P3 P4 PS P7 ~ . .. P§_ - ··- 1 c:: ... ·-- I 2 .... _ ~ 3 * ..... I--1- --

0 ·:! " ·--+- "" I ~ ...... ,_ .. "·- _~- 1--- ·~ u -- - ~- - ...... n -- I ._ '- ._ ._ '- '- ._

I ---~-.,...... c~ I1\IV't FIOUREZ.2 IOUTM &AaTDN RllQION t- CENTRAL PART OF STUDY PROCESS I SINC:\.AIRIOOCIHT IIDZINIIIRCOIIIIOitTIUIII------J I I ·I I

I region's municipalities, providers of both physical and social infrastructure and the private sector. After discussion of the issues, attendees' views on priority additions to the region's infrastructure were I obtained. Refer Appendix I. I Development of a •Long Usr of Projects and Strategic Framework From these analyses, consultations and the workshop, a "Long List• of projects and programs was assembled for further consideration. At the I same time, a strategic framework was put together, to form the core of the regional economic development strategy. This framework was based on enhancing regional competitive strengths and redressing weaknesses. I It provided a means of assessing the strategic significance of individual projects and programs from the "Long List•. Refer Appendix G. I Assessment of Projects and Development of a ·short Ust" A set of detailed evaluation criteria for projects was agreed together with a system for scoring the projects against the criteria. Individual projects I were then assessed and ranked against one another. This enabled the list to be prioritised and the least effective projects to be culled. A short I list of projects and programs resulted. Workshop2

I The short listed projects/programs were presented to a workshop held at the Dandenong office of the City of Greater Dandenong attended by about 45 representatives of local government, infrastructure providers I and the private sector. Attendees' responses and comments were obtained for taking into account during the process of final evaluation. I Refer Appendix I. Evaluation of Projects and Development of Project/Program Packages I The short listed projects/programs were then subjected to more detailed analyses and packaged into sets of mutually supporting initiatives in line with the various elements of the economic development strategy. The I short listed projects/program are described in detail in Appendix K. Development of an Urban Management Structure

I Drawing on the above process. a system for managing the regional strategy into the future and the implementation of infrastructure packages I was developed. I

I SINClAR ICNIGHI' t.&VNEIR CONSOR1lN 5R046.102.BJF:mh:l7/10/9S 6 I I I I 3. Development of a strategic Framework

I 3.1 Policy Analysis/Context

A range of policies and strategies have been reviewed describing the I directions pursued by several spheres of Government from national to local. Refer to Appendices A, B and C. There are no major conflicts I between these levels, but different emphases are applied. The Federal Government's strategic principles for urban development I are, broadly, the encouragement of: o national economic development; o . ecological sustainability; and I o social justice. At the metropolitan level, the Melbourne Metropolitan Strategy groups its I proposed strategic principles into four main themes. These are: o Sustainable City

I •... In the Melbourne context. this implies maintaining essential ecological processes, enhancing social and biological diversity, asserting equity within and between generations so that the basic I needs of people are met now and in the future, and ensuring individual and community well being. In particular, economic and social development should be self-reinforcing, where healthy and I educated people are economically more productive as well as more fulfilled human beings .... •

I o Technical City

• ... The aim is that Melbourne develops new and innovative transport, I communication and infrastructure systems. It must also be at the leading edge in business and industry with communication and I information technology .... • o Internationally Competitive City

•... Melbourne will build on recognised strengths and use the I opportunities associated with new global markets to generate growth industries. It will use its traditional strengths as a trading city, including the export of manufactured goods, and also the new I opportunities of the service sector and the information-based businesses. Melbourne is a key centre for the production and export of large scale engineering manufacturers; it needs to attract both I producer and consumer service industries, particularly those that are information-based. These are the growth industries that also have higher rates of employment than advanced and high-technology I manufacturing. The metropolis also needs to attract a share of the

I SINCtAR KNIGHT 1\&ZJNEIR CONSOR1lN SR046.102.BJF:mbm:7/6/95 7 I I I I

I headquarters of large transnational companies.· ... • I D Uvable City • ... Livability is a concept that brings a personal focus to the planning and development of cities and regions. It is based on the quality I and efficiency of the urban form, a stimulating and lively environment, safety and personal comfort. the convenience of transport and other urban services and the ability to manage social I and economic change positively ... ." I These sets of principles are mutually supportive, as shown in Table 3.1. Table3.1 -Relation Between National and Metropoitanstrategic Principles . Economic Ecological I Social Justice Development Sustainability .. I Su>tainable City 0 • 0 Technical City • International City • I Human City 0 •

• Strong relation I o Relation I 32 Region Description At a regional level, because the region accounts for such a large part of Melbourne, distinctive regional qualities are not overwhelming. However, I when the region is considered more closely, as a set of inter-related sub regions, distinctions emerge. It is at this finer level of analysis that regional development strategies and projects emerge. This section I provides a brief summary of the South East Region. A more detailed description is provided in Appendix E. I Area and Population The South East Region has been broadly defined as an area extending I east from Caulfield to Pakenham and south from Ringwood to Flinders. A core area within this larger region has been identified, extending from Monash University east to Pakenham and south to Hastings. including the port of Hastings. That part of the region outside this core is referred to I as the catchment. Refer Agure 1.2. I

I 5R046.to2.BJF:mbm:7/6/95 8 I I_ I I

I Like most of Melbourne. the region is characterised by low density residential development with the other major land uses being the hierarchy of commercial centres and a range of industrial areas, located I within the broad sweep of, but clearly separated from, the residential areas. Figure 3.1 describes these major land uses and relationship to I primary structural elements of the region. At the time of the 1991 Census, the total population of the region was 1.31 million, representing 43.4% of the total population of Melbourne. I The core area population was 561 000 persons or 18.6% of the Melbourne population. The core area has a high representation of young people, while the catchment has high representation among the older I age group. The catchment area population is expected to grow to 1.6 million by 2011, with considerable growth expected in the Berwick, Pakenham and I Cranbourne areas. These have a forecast increase of 270 000 residents in the 20 years from 1991.

I Figure 3.2 shows the forecast changes in population and employment for the region from 1991 to 2011. This diagram indicates a major growth in employment in the inner parts of the region coinciding with continuing I population growth on the fringe. This implies a growth in work journeys across the Region. I Main Economic Characteristics I Employment In 1991 there were 441 employed residents per 1 000 population in the region, about the same as for Melbourne as a whole. Employment structure, however is different from the rest of Melbourne. The region has I a higher concentration of resident employment in commerce (retail and wholesale trade), manufacturing and construction than the rest of Melbourne, but a lower concentration in service sector employment, I particularly transport and storage, public administration and defence, community services and recreation and other services.

I Growth forecasts indicate employment in the region will increase from about 453 000 in 1991 to 594 000 in 2011. The major employment growth area focuses on the Berwick, Pakenham and Cranbourne areas, I with an expected increase of 40 800 jobs. Knox is also expected to have strong employment growth, with an increase of 18 800 jobs.

I Employment in commerce (wholesale and retail trade) accounts for over one quarter of employment in the region, being very strong in all parts of the region, except perhaps the Peninsula. Manufacturing accounts for I nearly a quarter of employment but is more highly concentrated,

I SINClAR KNIGHT II&ZINEIR CONSOiliUJI 5R046.to2.BJF:mbm:7/6/95 9 I I I I ·-··----~~---~~~~I.EGEND __ .. REGIONAL ROADS I RAILWAY EXISTING URBAN AREAS Melbaurne. International Airport I i -···' INDUSTRIAL /.~.1//'"/,~~••·.h_~~ EXTENSIVE MINERALS I . ·1 MAJOR PARKS @ MAJOR COMMERCIAL CENTRES

I INDICATIVE GROWTH BOUNDARIES

I Dendenong flanges I I

I PORT PHILLIP BAY I I I I WESTERNPORT BAY I I I

MELBOURNE METROPOLITAN STRATEGIC INFRASTRUCTURE STUDY FIGURE 3.1 I SOUTH EASTERN REGION tBBI EXISTING STRUCTURE I SINCLAIR KNIGHT MERZ I NIEIR CONSORTIUM_·------I I I NOTE

The figiPS stVN1 indicate the ~ed change in pqUation (P) and efT1IIoymert I (E) IJetl.wen 1!B1 and :iD11 in selected areas Wthin the Malbcxma statistical Division.

I Ratio of Increase in ElllJioyment to lnaaase in PupUation =0.45 Total +P = 247

." I i \ ~ ------::" . ____ .. I ·.------r_;· .,..____, .....=:- ;--:-- -•.. ~ ..:___.)- ·-"' ·.·7 --· - ·~ \ - ;- ~ ------·;;.--{' ~•, r---) •, .' ·' :'. ' ) -.... . ------: .·>j -:---~ .,---' ...--' I '>_ :.______:.. ~ --~~-- --. .-i ...... __ ; i ~-' I ------=--"". I - p -21786 I ·------E +20471 Eastern Growth p -7999-~ p +141327 I E +15206 E +22115 I I I I I

••-....aa.n•..,.. ... ~sna aaunt~- FICUEU I ... POPULA110N AND I ~~~~~~------~~~~~~==~F~~~Q=~=~~~~------~ I I I I

I particularly in places like Moorabbin, Dandenong, Oakleigh, Springvale, Knox, Nunawading and Waverley. Most manufacturing sectors are well I represented in the region, providing a solid foundation for growth. The size of the local transport and storage industry is surprisingly small, given the high concentration of manufacturing activity and the I relationship between the area and its markets. which are wide spread. The regional economy has proven to be quite robust over the period of the recession, with local levels of unemployment being consistently lower I than for the rest of Melbourne. The industrial core areas have fared relatively well during the recession but the eastern growth and southern sub-regions are likely to dominate the growth of industry in coming years. I Maintaining access of good standard to external markets is central in this regard. While the region as a whole has fared relatively well in employment terms, a few areas have had problems. Employment I opportunities have been relatively low in the Oakleigh to Dandenong belt and in the previous Flinders SLA.

I More details of the economic trends within the region are given in Appendix E.

I Commercial Centres

The core and catchment areas are serviced by a well established I hierarchy of commercial centres. Regional centres include Southland, Chadstone, Frankston, Dandenong, Ringwood and Knoxfield. These centres can be differentiated on the basis of being one owner dominated I or based on a traditional, historic commercial centre with multi-owner complexes and a number of major regional community facilities.

Regional centres are located close to regional transport services, I essentially arterial roads, but often rail lines eg. Dandenong, Frankston and Ringwood. They also form the focus of a strong network of bus I services. Sub-regional and community scale retail centres are typified by Fountain I Gate, Berwick and Cranbourne. This comprehensive set of retail centres throughout the Region, together with above average incomes, helps explain the very high employment I numbers in the retail sector. I Office Development The eastern suburbs have tended to attract the major proportion of larger 2 offices (in excess of 1 000 m ) which have been built outside the Central I Activity District and St Kilda Road. In some, but not all instances, this

I SINCLAR KNIGHT MERl/NIEIR CONSClll1lN 5R046.102.BJF:mbm:7/6/95 10 I I I I

I development has occurred at key public transport nodes. Major concentrations of office development have been occurring at Ringwood, Box Hill, Knoxfield, Chadstone. Dandenong and Frankston. Finding ways I of encouraging further growth of office employment is an important part of the proposed regional economic strategy. I Manufacturing Industry Sector The core and catchment areas contain a diversity or manufacturing I areas. as noted previously. The major locations are situated: o south, south-east and south-west of Dandenong; D in a belt extending from Clayton North, southwards through Dingley I to Braeside; o the Bayswater area: I o Knoxfield. Major businesses in the region include Heinz, General Motors. ACI. I Dulux, BHP Steelworks and the ESSO Fractionation Plant. Looked at in terms of the absolute number of manufacturing jobs in the region, the main sectors are food, beverages and tobacco processing, I other machinery and equipment, transport machinery and equipment. paper and paper products and miscellaneous manufacturing. Overall, regional manufacturing employment is projected to grow at a strong I 2% p.a. from 1994 to 1999. Technology Centres

I Technology centres play an important role in the growth of high tech industry. The only technology centre in this region has been established around Monash University. Monash University has established its own I Technology Park, immediately to the east of its Blackburn Road campus, which has had the further benefit of providing a significant focus for this technology precinct. In addition, there are a number of other important I research establishments in the vicinity of the University: the CSIRO plant research laboratory; the Telecom research laboratory: a BHP research I centre together with a number of other industrial research centres. lnfrastructum

I Roads The South East Region has a network of roads based on a radial pattern overlain by a north-south/east-west grid: Over the previous 25 years the I radial roads. ie Princes Highway, South Eastern Freeway, Moorooduc Highway, Burwood Road. South Gippsland Highway, Mornington Peninsula Freeway have been upgraded - often to freeway-like I standards. Regulatory measures have ensured that new residential and

I SINClAR KNIGHT t.UZINEIR CONSOR11JM 5R046.102.BJF:mbm:7/6/95 11 I I I I

I commercial developments have 'proper' local streets but the arterial network has lagged behind.

I Although radial demands are still the strongest in traffic flow terms, there is an increasing demand for movement in other directions; particularly north-south 'across town· movements. The growth of the eastern fringe of I the metropolitan area and areas to the south such as Cranbourne, has led to this increase in north south demand. Local demands, the main I component of car travel, tend to be in every direction. Major roads in the region carry between 50,000 and 80.000 vehicles per day (two way). The road network is generally uncongested during off peak periods (with some exceptions) but reaches capacity during the I weekday peaks.

In the late 1980s the various local governments on the Mornington I Peninsula formed an association named the Mornington Peninsula Arterial Road Strategy (MoPARS) to co-ordinate the upgrading of arterial roads on the Peninsula. Under this strategy, Councils contribute to arterial road I projects outside their municipalities.

Traffic growth rates are running at around 10% p.a. for the fringe areas of I the Region but are more modest in the established suburbs- typically 3%p.a. I Rail and Bus Services

All regional rail services are radial in structure and are operated by the I Met Rail department of the Public Transport Corporation. There are six rail lines with electric trains, including Belgrave line, Alamein-Gien Waverley line, Pakenham line, Frankston line and Sandringham line. In addition a low frequency (non-electric) service is operated between I Frankston and Stony Point and a new electrified service has recently commenced operation on the new Cranbourne extension from I Dandenong. The V/line group of the Public Transport Corporation also operates passenger rail services through the area; these are diesel powered trains I catering for both longer distance commuters and provincial/country connections to Melbourne. Services to Warragul and South East Victoria are operated along the Pakenham Line, in conjunction with the Met Rail I electric service. I Bus services in the South East perform a range of functions including: o some direct connections between areas not well serviced by rail and tram to the city; I o cross corridor services between major shopping and commercial

I SINCI.AR KNIGHT ~EIR CONSORTlJM 5R046.to2.BJF:mbm:7/6/95 12 I I I I

I centres: o rail feeder services from a range of suburbs. I A particular feature of the bus network in the South East is the radial pattern of bus services centring on Dandenong and Frankston regional centres. The majority of bus services are operated by private sector operators contracted by the State Government. Key nodes/interchanges I between services include:

o Dandenong (recently redeveloped); I o Chadstone Shopping Centre; o Southland Shopping Centre;

o Frankston: I I o Glen Waverley; o Oakleigh; o Monash University: I o Knox City Shopping Centre.

Key features of public transport travel demand in the South East region I include:

o an emphasis on travel to work journeys; I o most travel is radial to/from Melbourne and also the local regional centres of Dandenong and Berwick: o higher travel volumes during peak periods; I o a general decline in travel demand volumes over time. Telecommunications

I The region has the opportunity to benefit from new telecommunications . technology by focussing on major activity centres in the region with the potential to achieve major business and economic gains eg. Monash I University and Dandenong Region Centre. Centres such as these can provide the "critical mass· and hence. viability for new technology to be ·.I installed.

Water Supply and Sewerage

Provision of water and sewerage services for expected growth areas in . the region has generally been planned for with no major restrictions.

The Port of Hastings

The Port of Hastings has been progressively developed as a deep water I berth since the early 1970s when BP commenced operations at Crib Point. The Port is presently split into three with (i) Crib Point handling petroleum products, (ii) Long Island handling liquids ie. LPG, and (iii) a I steel industry wharf to the north. A number of anchorages are also

I SINCIAR KNIGHT MERlJNEIR CONSORTIJM 5R046.102.BJF:mbm:7/6/95 13 I I I I

I available. Vessels of up to 165 000 dwt have been accommodated in the Port.

I The Port currently provides for bulk goods with some pressure mounting for a general cargo handling facility. I Airports The Region contains the Moorabbin Airport which is situated on the I western edge of the Region and caters for a heavy demand in light aircraft. Moorabbin is nearing capacity. Authorised Landing Areas exist at Tooradin, Tyabb, Moorooduc, Pakenham, Berwick and Lilydale.

I Future demand for aircraft movements shows a gradual increase in the number of movements forecast for the Port Phillip Region without any constraint imposed because of limited airport capacity. The I overwhelming bulk total airport passenger traffic is carried by Melbourne Airport.

I A recent South East Airport Feasibility Study indicates that a second Melbourne Airport could be required between 2015 and 2020. It is anticipated that the State Government will consider whether or not to set I aside land for a new airport in the south east in the next few years. I Freight General I The Gateway Melbourne report promoted Melbourne as a transportation hub for South East Australia. It also provided estimates of transport flows related to the South East Region. This region did not include the statistical local areas of the suburbs in the industrial east sub-region I (Knox. Waverley, Ringwood and Nunawading). As these account for approximately 24% of manufacturing output from the South East. I adjustments have been made to the "Gateway Melbourne· estimates. Approximately 61 million tonnes of road freight flowed to, from or within the region in 1988/89. Of this. 28 million tonnes flowed within the region. I Of the freight to and from the region approximately 28 million tonnes flowed to or from other parts of Melbourne, primarily to/from the west and north of the city, 10 million tonnes each, 5 million tonnes to/from the east I and 4 million tonnes to/from the inner area. Country flows totalled 3 million tonnes with a further 2 million tonnes trucked interstate. Refer I Figure 3.3. The major source of flows to the region from the other metropolitan regions were: from the north 12 million tonnes, the west 10 million tonnes I and a further 3 million tonnes came from interstate.

I SINClAIR KNIGHT IViRlJNIIR CONSORTU.II 5R046.102.BJF:mbm:7/6/95 14 I I

NOTE I Freight nowo am menured In tonnea n-....,.... ala.llnQ noght are taln!n from the Melbourne Hub Studv (1 994)

I VICTORIAN COUNTRY: NORTH, WEST AND INTERSTATE \ 5% I NORTH METROPOLITAN

,"'.I I I ,J ,.\ ... _.J I ! I NORTH EAST I METROPOLITAN METROPOLITAN ...... _ WEST 6% "'---...... r----,, I I 17% I I. I VICTORIAN COUNTRY I EAST I I I I I I I

MIL80UIIIdl Mll!niOPOUTAIII STitATmiC INI'IIAST1lUC'TUI'IE STUDY FIGURE !.3 SOUTH EASTatN I'II!GIOfl 1111 ORIGINS AND DESTINATIONS I OF FREIGHT GENERATED IN SINCLAJJtlouoKT MIIIZ' Nllil~'~ COMsoJtnuM ______....:T:.:..H:::E:....:S::..:O::..:U::..:T.,:.,H,_,EA=S:.:.T..:.R.:.:E:!:G::.::IO~N~___.j I I I I I

I In contrast to road. rail accounted for 2 million tonnes of regional freight in 1988/89.

I Figure 3.4 is an extract from the "Gateway Melbourne Report" (DJA Maunsell and NIEIR, January 1995; a summary of which was later published under the title 'Freightway Melbourne') and graphically reflects I the shortage of strategic links to and from the region for external markets. This is a concern for the future development of export manufacturing and services businesses in the region, a matter dealt with in the proposed I economic strategy. Road Freight

I Flows from the South East Region to country Victoria and interstate accounted for 44% of all road freight flows from Melbourne. This indicates the significance of the region in interregional trade and I emphasises the importance of the South East arterial link and other cross links to the Hume and Calder Highways.

I Rail Freight

Rail freight to the South East totalled a relatively low 1 million tonnes per I annum in 1988/89. Approximately 60% of the inflows were from country Victoria, predominantly rock from the Kilmore area, cement from Geelong and briquettes from the Latrobe Valley. Interstate flows include 30 tonne I steel slabs from Whyalla in South Australia and other inputs from South East New South Wales. I Rail movements from the SouthEast were a relatively low 1 million tonnes per annum in 1988/89, most of which flowed interstate to South Australia, Western Australia and the Northern Territory. The predominant freight flows were exports of coiled steel largely to South Australia, Western I Australia and the Northern Territory and approximately 100 000 tonnes of glassmaking sand from Lang Lang to Spotswood.

I Over the past few years, the strong growth of the BHP Hastings operation has led to increased volumes of steel being moved into and from the I region. The Environment

I The major environmental features of the study area, its open spaces and natural areas. are:

I o the Dandenong Ranges, to the east

o the open space systems, based on the major water ways which run I through the region

I SINCLAR KNIGHr MERZ/NEIR CONSORTlJM 5R046.102.BJF:mbm:7/6/95 15 I I

I SOURCE Tl-iiS DIAGRAM IS EXTRACTED FROM Tl-iE MELBOURNE TRANSPORT HUB ST\JDY : SECURING VICT"ORIA'S FREIGHT I AOVAI'lT'AGE (1994) ® I Plenty I I n, 0/ I {:!)? lta I wembee

::c.Ri I ::;.IIL!..iP 3AY I I LEGEND I ... ZONES MANIFACTVRING AND PRODUCTION ACTMTY I% OF MELB. TOT AU

HUB CORRIDORS ROAD FR£IiiT NATIONAL RA1. IKTRAST ATt R.U. ( ) ( ) ,., 1 WESTGAT£ A TO ADE~EIPERTH C TO SHEPPAIITON/TOCUHWAL 2' WESTERN RING 8 TO SYDNEY /BRISBANE 0 TO MILOUAA 3 AIRPORT E TO LATROBE VALLEY I I. SOUTH EASTERN F TO WESTERNPORT 5 EASTERH RING 6 IZELONG 7.W£STERN I I CALDER 9 IU1E 10 LA TliOBE VALLEY /GIPPSLAND I n WESTERNPORT I

MiLBCIUIIN. METWOI'OUT AM STRA ftGIC INI'IIASTRUCT\JIU! Sl\IDY FIGURE3,, I SOUllt I!ASTPN lti!GION .1- PRIMARY STRATEGY ELEMENTS MELBOURNE :IINClAIIt ICNIOHTM!IlZ/N1!11t COIISOitnUM ______----1 I I I I I

I o the other major areas of open space. public and private. which define the urban areas (the Port Phillip and Westernport Bays, with beaches, water activities and associated development; the green I wedges. which help articulate the eastern parts of the urban area)

I These features are important aspects in making the region a desirable place to live which, in turn, enhances economic development opportunities. Environmental protection and enhancement thus needs to I figure predominantly in the regional economic development strategy. Productive Agricultural Land and Mineral Resources Within the non-urban areas of the region are a range of important I resources. Of particular note are:

o Important mineral deposits (sands around Dingley) and rock I deposits further east in the foothills of the Dandenong Ranges and their eastward extension.

I o High quality, productive agricultural land- in the market gardens of south Keysborough, in extensive locations around the head of I Westernport Bay, and in the central Peninsula. o Extensive areas of poultry farms and market gardens east and south I of the Cranbourne/Pakenham urban areas. These resources have considerable economic value. Their viability can be reduced by increasing urban or subdivision pressure. Protection can I be most effectively provided by appropriate planning controls. 3.3 Views of Stakeholders

I The following sections provide a summary of important components of the extensive consultation process conducted in the Study.

I 3.3.1 Industry Surveys Approach

I One important way of identifying infrastructure improvement priorities for the study area is to discuss current and prospective concerns and opportunities with a range of industry representatives. To this end, the I study team made telephone contact with 69 businesses from the area and sought views. The sample of firms included 19 transport companies, 51 manufacturers and one landfill operator, the interviews being drawn I from across the full study area. Telephone interviews were conducted because of the high cost of face-to-face interviews. All interviews were conducted by NIEIR economists. An attachment to this paper sets out the I names of the firms who answered the telephone questions.

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I Within the responding firms, contact was made with someone likely to have a view on infrastructure needs. In transport firms, for example, this might be the transport or distribution manager or a supervisor, I responsible for vehicle scheduling. In manufacturing firms, respondents were more likely to be from general management and from the transport side again, since NIEIR experience with industry surveys on infrastructure I priorities is that transport is almost always the area of most concern. I Summary The industry survey suggests that the following projects should be considered further:

I o upgrading the South East Arterial and building the Domain Tunnel; I o improving Stud Road/developing Scoresby Freeway; o improving arterial roads in the Scoresby Rd. Bayswater Rd, Mountain Highway, Dorset Rd area and in the Springvale Ad to Warrigal Rd I area for north-south movement; I o improving Dandenong-Hastings Road; o improving the design standards of roads used by large trucks, particularly in industrial estates and providing access to/from these I estates; o improving the reliability of power supply to industrial estates, I especially in Moorabbin area; o improving drainage capacity in some spot locations;

I o improving public transport to the Mulgrave area and between the Frankston/bayside area and the core of the study area.

I Provision of improved child-care facilities was also noted as an issue which should be pursued further as a means of improving the attractiveness of industrial areas as work environments. A more detailed I description of the survey results is provided in Appendix F.

3.3.2 Agency, Institution and Local Government Survey Responses I An extensive program of interviews and surveys was undertaken to elicit the views of regional organisations currently involved in infrastructure provision (both "hard" and "soft" infrastructure). A number of issues and I themes were commonly encountered and are outlined below. A more detailed summary of views is included as Appendices A. B and C.

I Frequently encountered views included:

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I o There is considerable scope for enhancing the Region's functions by treating Dandenong as "the capital of the South East" and I encouraging the location of higher order facilities and services there. o A site for the eventual establishment of a South East Airport should be selected and reserved now to forestall inappropriate development I in the surrounding area. o The Region's external road and rail connections require upgrading, I together with north-south intraregional linkages. This is especially important in respect of freight.

o The Monash Precinct provides sound opportunities to build on I technological strengths and to develop a centre of excellence which would be of national and it:'ternational significance.

I o There is a need for more integration at both state and local levels in planning for arts, recreation and tourism facilities throughout the I region. o Approaches to planning at state and local levels are needed which recognise regional strengths and consciously act to remove I impediments to their optimal development.

o Integrated planning for tourism based on the region's characteristics, I (eg. natural environment, access to the bays, high quality wine and food production), should be undertaken on a regional basis. but with I recognition of sub-regional specialities. o A planned system of district centre development would provide focus to enhance a sense of community and lifestyle opportunities.

I o Trunk bicycle paths should be planned alongside arterial and sub arterial road planning.

I o Planning for development on the metropolitan periphery should give due priority to the regional and metropolitan importance of I agriculture and other non-urban activities. o Access to post-secondary education and training should be I enhanced across the region. o There is an opportunity to enhance contact between the public and I private sectors in the discussion of planning matters. In many cases. general comments were expressed in terms of local or sub-regional issues, of particular relevance to one or another I organisation. However, the principles inherent in the individual issues

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I often lend themselves to the formulation of more general propositions. (applicable across the region) as has been undertaken here. I 3.3.3 Responses to Advertisements Advertisements were placed in "The Age" and newspapers circulating within the Region, seeking comment on infrastructure additions which I would build on strategic opportunities or alleviate developmental constraints. I Four responses were received and are detailed in Appendix H. In summary, the following major issues were raised:

I o Prioritisation of transport infrastructure elements, and particularly, the links between the various public transport modes and links between I public and private modes, was seen as crucial for effective planning. o The potential role of telecommunications on future work patterns and lifestyles was seen as worthy of closer scrutiny in the regional I context.

o A number of the Region's natural features. eg. the Bays and linear I parkland along creeks were seen as under-utilised tourism assets. o Urban encroachment into existing (agricultural} open space was I seen to be a threat to optimal development on the metropolitan periphery. I Given the breadth of coverage of the invitation to comment, the very low rate of response is difficult to interpret. It could be indicative of anything from general apathy throughout the community to satisfaction with existing infrastructure provision and trends. However, although the I response rate was extremely low, the comments offered were consistent with the views of those organisations whose responses were actively I sought. 3.3.4 Regional Workshop 1 The purpose of the regional workshop was to gain the participation of key I organisations and individuals in the process of identification, prioritisation and implementation of strategic regional infrastructure. For this purpose. workshop participants were organised into three groups broadly I representative of the Northern sub-region, the Central sub-region and the Southern sub-region. The following key points were raised by each discussion group and are outlined below. A more detailed summary of I participants' views is included as Appendix I. I

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I Northern Sub-Region

o The question was raised whether links between the Northern sub I region and the rest of the South East Region, particularly in economic terms, were strong enough to warrant their inclusion in the I same study area. o Dandenong is not seen to be an important centre from a northern perspective. The perceived limitations of north-south transport links I (including public transport) reinforce this orientation. Adequate east west transport links are seen to be more important for the economic I health of the North than are the north-south links. o Inadequate access to the airport at Tullamarine is seen to be an issue. particularly for the Northern sub-region.

I o Access to higher education is seen to be an issue based on the observable gradient across the area from west to east, of the incidence of people ·with qualifications. Some form of public I transport loop which could connect Monash University (Clayton) and each centre of higher education and skills training at the urban I periphery, would be advantageous. In response to the key issues raised above, the following project II proposals were made: I o Improve access to and from the region from the north and west. I particularly for freight. o Upgrade the reliability and frequency of public transport, particularly fixed-rail modes. Alongside or following this program of investment. I undertake the development of transport interchanges at strategic nodes throughout the region. · I o Develop public transport loops connecting the centres of higher education and skills training around the east and south east.

o Build a light rail link from Huntingdale to Monash University and AFL I Park. I Central Sub-Region o There is a need to address the mismatch between the skills base of the area and the human resource requirements of local industry, I particularly in the core area where the emphasis on manufacturing occupational skills has been high.

I o The South East Region is valued for its high quality living

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I environment. However, measures need to be taken to improve Dandenong's image (eg. via better urban design, streetscape works, etc). An opportunity exists to promote and build up Dandenong as I Melbourne's second central business area. This will encourage growth of employment in higher order services. increase the prospects for regional self-sufficiency in employment and add to the I regional range of social, recreational and cultural opportunities. o The green wedges which separate corridor development should be I retained, developed and promoted for their regional recreation and environmental quality. These wedges should be managed as high quality environmental assets, rather than being left as passive areas.

I o Tourism in the South East Region should be promoted by highlighting the region's proximity to Phillip Island, Westernport Bay, I Mornington Peninsula, etc. o An opportunity exists to build up the Monash University precinct as a multi-activity area, encompassing commercial activity, retail, office, I recreation, etc.

Cl There is room to improve road access to and from the South East I Region. Improvements to circumferential public transport, particularly between major population growth areas and the education nodes of Monash Clayton, Berwick and Frankston is also I needed. I Southern Sub-Region o Residential development in the South East Region poses a threat to key environmental assets and the region's high quality agricultural I resources. A balance must be struck between growing residential development and maintaining environmental quality.

o Some participants at the Workshop argued for a change in policy regarding green wedges. Rather than extending necessary infrastructure on the urban periphery, they argued the existing hydraulic network, transport network, etc could be built upon with significant cost savings.

o The South East Region requires a more strategic approach to I infrastructure provision. For example, the region's external road and rail connections require upgrading, especially in respect of freight. A standard rail gauge, providing a direct link between Melbourne, I Hastings and Gippsland for example, would significantly improve inter-regional freight linkages.

I o An opportunity exists for detailed consideration of the Port of

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I Hastings for general cargo and the bulk export of brown coal.

o An opportunity exists to promote better inter-regional transport links I in the South East Region (eg. construction of the Hallam Bypass, construction of the proposed Scoresby Freeway to facilitate better I north-south links). o The South East Region requires a more strategic approach to tourism development. For example, recreation planning and I development could be tied to transport planning to improve access to regional recreation facilities such as the Dandenong Ranges. I o The sub-region's low socio-economic profile underlines the need for education/training courses and facilities to develop labour force skills to accommodate local industry requirements.

I 3.3.5 Regional Workshop 2 The purpose of the second Regional Workshop was to receive feedback from participants on the prioritisation of projects and opportunities for I complementary developments and to identify any significant coordination issues between the various tiers of government/semi-government agencies and institutions in the private sector. A more detailed summary I of views is contained in Appendix I. The following key projects and programs were seen by participants as integral to the achievement of I sustainable economic development in the South East Region. o EDI initiatives which provide education links between widely dispersed community groups and which permit a freer flow of I information exchange between business and industry, thereby boosting the efficiency of business transactions and enhancing the region's international competitiveness. A pilot project could be I centred around the Monash Technology Precinct.

o Link the region to the national standard gauge rail network to reduce I transaction (transport) costs and improve access to national/international markets. I o Improve connectivity to national/international gateways- express rail service from Dandenong to Tullamarine via the city (this project could extend to both the Ringwood and Frankston lines); Scoresby I Transport Corridor; Dingley Bypass. o Provide high quality business conference and accommodation facilities in the region in order to boost the image of the region and I put local business and industry on the global map. Remove any barriers which exist. The market will provide these facilities if there is an appropriate concentration of regional centres. However. the I public sector may push these along as has happened in the past

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I (eg. Sandown Regency and Dingley International which boast the highest occupancy rates in the region). I o Undertake an active greening program in the South East Region, particularly in parts of the Southern sub-region, in order to ensure ecologically sustainable development and aesthetic enhancement.

I 3.4 Future Changes

To assist in developing the strategic framework and supporting I infrastructure projects and programs for the future, an assessment of changes in population, employment, industry trends, etc was carried out. I The following sections explore the region's future prospects. 3.4.1 Current Trends and Expected Growth The Department of Planning and Ratio/NIEIR have prepared estimates of I expected population and industry growth for the Melbourne Metropolitan area. I Industry and Employment The growth forecasts used by Ratio/NIEIR were based upon the Department of Planning's preliminary forecasts of population growth. I Ratio used a combination of the expected population growth, survey based estimation of the expected growth patterns in manufacturing industry and projected ratios of floor space and employment to derive the expected growth. These were then checked by reference to NIEIR's I forecasts of expected industry growth. . ·

The Ratio/NIEIR forecasts of industry growth are based upon employment I by industry. Table 3.2 details the expected employment growth on an annual average basis for the period 1991 to 2001. The overall employment growth profile for the region is similar to Melbourne but there I are some differences by industry sector.

The Ratio study estimated that long term manufacturing employment I growth in the region would decline at an annual average rate of 0.7% in the 20 years to 2015. This is a better performance than for the Melbourne area as a whole where the average rate of employment I decline is forecast to average 1.4 %. The other regional sector expected to outstrip growth in Melbourne is the "other employment• category which is largely comprised .of communications and public administration I employment. Despite the forecast decline in regional manufacturing employment, NIEIR estimates indicate that output growth is likely to average 2.0% per annum. Thus the demands for infrastructure to service .I manufacturing industry will continue to grow despite a fall in total employment. The difference between the growth in output and I employment reflects the continued growth in labour productivity.

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I Table 3.2- Employment Growth by Industry Sector South East Region and Melbourne · I Annuai%Change 1991 to2001 Mcnladlnlng ConiiJudlon Wholedea R"lalcea Qmmldy ~ Tala Reldl lludness A Other I SeMces lndustrtd Eoo -0.1 -0.9 1.7 2.5 2.7 1.7 1.5 lndustrid South -1.3 -0.9 0.4 . 1.7 2.0 1.3 0.4 I Eastern Growth -0.4 0.4 3.5 4.2 5.7 5.1 3.7 Southern 1.6 0.1 2.7 2.9 3.2 2.4 2.4 Pannsula 6.1 -0.1 1.5 4.4 2.9 1.8 1.9 I Resldentid lmer -1.7 -1.0 1.0 2.7 1.6 1.4 1.3 Eoo South East -0.7 -0.8 1.4 2.5 2.5 2.0 1.4 I Region AJIMelboume -1.4 -0.8 1.3 3.0 2.1 1.5 1.3 I The forecasts point to a clear movement in the region away from manufacturing and construction employment to finance and business I services, community services, recreation etc. and wholesale and retail trade. This change reflects long term trends in the national economy. The southern sub-region and Peninsula (albeit from a low base) are expected to experience strong growth in manufacturing employment over I the period 1991 to 2011.

Manufacturing Industry Trends I The Australian Bureau of Statistics manufacturing census provides detailed employment by manufacturing location. The impact of the recession and tariff cuts weighed heavily on the manufacturing sector in I the South East. In the 5 years from 1987 to 1992, manufacturing employment levels fell by an average of 3.1 % per annum.

I Only three of the manufacturing industry sectors avoided a decline in employment levels. These were; paper and paper products (5.5% per annum growth) textile manufacturing (0.6 % per annum growth), I chemicals (0.3 % per annum growth). Food beverage and tobacco processing was stable. The sectors which showed the greatest average annual fall in employment were other machinery and equipment (-9.9 %) I and fabricated metals (-9.7 %).

Over a similar period manufacturing output grew in all but the chemicals I sector (-3.1 %per annum). The industries which enjoyed the greatest average annual growth in output over the period were paper and paper products (5.3 %), basic metal products (4.6 %), wood and wood I products and textiles (both 3.1 %).

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I The sharp decline in employment combined with increase in output indicate the existence of quite strong labour productivity growth in the region. This growth was mirrored in other parts of the Australian . I economy over this period. Within the sub-regions. the changes in manufacturing employment were quite diverse. Over the five years to 1992, the Eastern Growth area (Berwick and Pakenham) lost I manufacturing jobs at an average annual rate of 7.4 %.

The Southern and Peninsula sub-regions were the only areas to enjoy I growth in manufacturing employment over the 5 year period. Significant growth in the Southern sub-region was recorded in the textile, paper and paper products which averaged a growth of around 20 % per annum and I chemicals at 12 % per annum. In the Peninsula sub-region the . significant growth was concentrated in food processing (9.2 %) and paper and paper products (5.9 %). In the industrial south sub- region fabricated metals (-14.3 %), clothing (-13.0%) and other machinery and I equipment (-11.8 %) were the worst affected sectors

The Ratio/NIEIR (Table 3.2) study assumed a long~r term fall in I manufacturing employment over the 20 years to 2011, which is forecast to average 0.7% per annum. The sub-regional pattern contrasts markedly, with employment growth expected in the southern sub-region I of 1.6 % per annum. However, this region accounts for only 7 % of the region's manufacturing employment. Some 63 % of manufacturing employment is concentrated in the industrial east and industrial south I sub-regions. The expected annual rates of decline in these areas are 0.1 % and 1.3 % respectively.

I These forecast declines in manufacturing employment reflect expected growth in labour productivity but also some restructuring of local . I economies in the more established regions. Over the next five years NIEIR estimates the manufacturing employment prospect of the region to be quite strong with the South East raising its share of Melbourne's manufacturing employment by around 0.2%. Total I manufacturing employment should rise by around 4 500 persons or an average growth rate of 2.1% per annum. The sectors expecting the strongest average growth are 'other machinery and equipment' (4.6%), I 'paper and paper products' (4.6%) and 'chemicals' (4.5%). The areas most likely to benefit from these changes are the residential inner east and industrial east and the eastern growth corridor, if the growth is based I upon the existing industrial structure. The growth in the Residential Inner East reflects the large head office employment in this sub-region. I I

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I Table 3.3 provides detail of the components of the manufacturing sector, the share of the local industry, the relative share of that manufacturing sector in Melbourne and the expected growth of the sectors in the 5 I years to 1999. The growth prospects for the largest sectors in the Region's manufacturing industry are either:

I o very strong (other machinery and equipment, paper and paper products and fabricated metals) or; o weak (food processing, transport equipment and miscellaneous I manufacturing).

Table 3.3 ·Manufacturing Employment Structure by Share of Region I and MelboumebySectorand Predicted Growth

Sector Share or ProJected Share of South East Average Annual Melbourne by I Manufacturing Growth In South (%) Sector(%) East 1994·1999 (%) I Food, etc 13.7 45.1 0.4 Other MacHrery, etc 13.6 38.9 4.6 Tra~rt Eql.ipment 13.2 36.7 1.3 I Paper & Products 12.7 29.0 4.6 Miscellaneous 12.0 51.4 .0.6 I Fabricated Metds 7.4 29.9 4.0 Chemlccis 6.2 37.4 4.5 Wood A'oducts 5.6 12.9 1.5 I Oothlng 4.6 20.8 -7.2 Non Metdllc Minerals 4.1 51.3 2.1 Textiles 3.8 39.3 1.3 I Baile Metds 3.7 47.2 2.9 I All Manufacturing 100 33.5 2.1

The growth performance of the South East in manufacturing has I surpassed the rest of Melbourne over the 10 years and it is likely this strong performance will continue. It is possible the Ratio study projections for manufacturing employment may under estimate expected I growth in that sector. Summarv of Employment and Industry Outlook Employment growth over the 20 years to 2011 is expected to be I distributed as follows. The eastern growth corridor with total employment forecast to rise by 12 300 jobs in the Berwick SLA and 9 300 in the Pakenham SLA, and in the southern sub-region where a further 19 200 I jobs are forecast for the Cranbourne SLA and 6 800 for the Frankston

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I SLA. Most of these jobs will be in the service sector industries. Manufacturing employment over the longer term is forecast to increase only in the southern sub-region, with the growth largely concentrated in I the Cranbourne SLA.

Manufacturing output growth will prove more robust than employment I with quite a strong output growth forecast for the both the existing industrial areas of the east and south and the Peninsula. Similar growth is expected in the southern area though this is likely to strengthen after I 2001.

Population Growth I The Ratio forecasts project population growth at an average annual rate of 0.8 %. This assumes a reduction in the rate of net interstate migration from Victoria and in the longer term. given the restructuring of the I Victorian economy, it may prove correct. It is possible the forecasts may slightly over estimate growth, but they provide a sound basis for infrastructure planning. The Ratio/Dept;).rtment of Planning forecasts are I summarised on Table 3.4. Table 3.4-Ratio S1udy Estimates of Population Growth South East Region I bySubR89on 1991 2001 2011 average average average annual annual annual 1981 1991 2001 2011 I growth growth growth 1981-1991 1991- 2001-2011 'l'. 2001% . % Industria 358403 394 054 1.0 391 967 .{).] 379 129 .0.3 I East lnduslrld 353 652 364 801 0.3 361 00) .{)_] 356 802 .{)_] South I East em 64944 100632 4.5 156416 4.5 218 018 3.4 Growth Corridor I Soultlem 117 545 163123 3.3 al8541 2.5 288 7?fJ 3.3 Perir&Jla tn263 96&11 3.4 115459 1.8 121 679 0.5 Residentld 257 186 253053 .{).2 239 149 .{).6 231 267 .{).3 I Inner East South East 1 2?fJ 993 1348 1.0 1 472 0.9 1 595 0.8 I Region 523 fl12 615 The growth will be concentrated in the fringe sub-regions with relatively high average annual growth rates expected in the Eastern Growth I corridor, in the Southern sub-region and on the Peninsula. In the established areas modest population declines are expected. It is possible the impact of urban consolidation policies may slow the trend I towards fringe growth, but these policies would need a far greater impact than they are currently having. ·

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I Using these forecasts, it is expected there will be in the 20 years from 1991. major population inputs in the statistical local areas of Cranbourne. (with a forecast increase of 129 200 residents), Berwick (with an increase of 99 400 residents) and Pakenham (an extra 42 000 residents). Small I declines totalling 15 000 residents are forecast for the industrial suburbs with the population of the residential inner eastern suburbs expected to I fall by 22 000. 3.4.2 Other Drivers of Change In addition to the major areas of change reviewed in the previous section, I there are additional drivers which have the potential to change the role and/or performance of urban/land use transport systems. There is much less agreement among experts as to their likelihood and/or effect. The I brief review which follows suggests that the most significant of such influences may be :

I o industrial and commercial changes enabled by technological development ; [J lifestyla- and attitude-related social changes; and I [J government intervention. Technology . Major advances in "telematics" (telecommunications, information I technology and computing) can be expected to continue. It has been estimated elsewhere that a "total information society" has the potential to reduce the total transport task by up to 10 percent. However, in general, I improved communications are not a substitute for travel and under some circumstances may in fact generate more travel.

I Technological opportunities include :

telecommuting, where workers substitute the need to travel to fixed I workplaces every day by working at home, in mobile offices or at local work-stations (sometimes called "tale-villages") ;

I intelligent Transport Systems of various types, improving the efficiency or effectiveness of roads, vehicles, public transport and/or freight distribution, and raising the effective capacity of existing road I infrastructure ; road pricing systems, which could allow re-structuring of road use I pricing by putting more emphasis on use and less on access. Technical and technological efficiency is one of the four strategic I principles on which the Melbourne Metropolitan Strategy is based, and potential projects to advance this could include : facilitating demonstrations of ITS systems I telecommuting trials for Government employees

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I Social Changes Changes in the social structure and behaviour are taking place, which may flow on into changes in lifestyle preferences· and attitudes. I Influences include : o an increasing proportion of older people in society (although this can vary from area to area, as has already been seen) : this can be I expected to increase pressures for better local public transport

o an increasing number of women in the workforce: this not only adds I to commuting travel but also gives rise to more travel associated with childcare - which conventional public transport has difficulty I serving adequately o more flexible work patterns - part-time work, supplementary jobs, job-sharing, flexitime, and extended retail hours have impacts on I travel patterns different from traditional work patterns o more emphasis on leisure travel, especially at weekends

I o greater education about environmental issues, which may affect behaviour patterns (at least by making more stringent environmental I regulation politically acceptable in the future) o a wider range of choice in housing type

I Potential projects related to opportunities opened by such change could include:

I developing local transport systems, particularly more personal forms ranging from low-tech community transport to high-tech demand responsive systems, and piloting them I installing a safe network of cycleways demonstrations of new types of housing increasing access to regional environmental assets for responsible I leisure use Government Policy In many areas government can influence outcomes but cannot control I them. Some of the most direct controls are of a regulatory nature. Current policies have been reviewed in Appendices A to D. The South East region is more likely to experience local effects of general policies, rather than I specific regional actions. Potential projects of this nature include : demand management initiatives changes in road user charges (e g through fuel taxes) I involvement of private sector in infrastructure provision, and the funding arrangements needed to support this. I

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I 3.5 Regional Objectives, Vision and Projects Based on the information collected in the previous sections, the study I team conducted a SWOT (strengths, weaknesses, opportunities and threats) analysis on the region's prospects for prosperity and liveability. The results of the SWOT analysis are provided in Appendix J.

I The SWOT analysis enabled the study team to then develop specific objectives for achieving sustainable economic development considering the following primary elements: economy, environment. accessibility, I livability and urban form. The regional objectives developed were as follows:

I Economy

o To increase the proportion of regional employment in high-tech and I advanced industries by encouraging the development of existing centres of technological excellence in the region.

I o To increase the degree of matching between the skills of the regional workforce and the needs of employers in advanced industries by increasing access (in the broadest sense) to I appropriate educational facilities. This includes the information technology and financial sectors.

o To encourage the growth of industries adding value to the products I of the region and its rural hinterland.

o To enhance the facilities for visitors in order to increase regional I tourism employment. I o To increase the degree of economic self-containment in the region. Environment

I o To protect and enhance the natural environmental and recreational assets of the region.

I o To provide guided access to and utilisation of the natural assets of the region.

I Accessibility o To increase the connectivity between the region and the national and I international transport and communications networks. o To invest in infrastructure to support the development of stronger I centres of activity through better internal accessibility.

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I Uvability o To develop themes to enhance the socio-cultural image of various I areas within the region. o To increase the variety available in choices for housing, transport I and lifestyle. Urban Fonn

I o To provide infrastructure which will lead to the emergence of a strong, long-term structure to the region.

I These objectives have been translated into the following vision for the region:

I ·our vision is of a healthy community which will become increasingly well educated. They will often find employment in the high growth technology based industries. and be attracted to living in higher density multi I dimensional environments and enjoy relaxation in surrounding natural and man-made environments. Combined with much improved access to external markets, this region will be a major contributor to Australia's I economic future.· The vision and regional objectives were then used to assist in I rationalising the long list of projects developed from the interviews with stakeholders and discussion at Workshop No. 1. There were 136 projects in all (some of which are very loosely defined). Of these, 96 related to transport infrastructure projects (with 37 road projects forming I the largest sub-category), 26 related to urban activity or environmental projects and 14 related to utility infrastructure other than transport. The I long list of projects is presented in Appendix G. The long list was shortened initially, by selecting the projects deemed most likely to meet the groups of regional objectives described above. I Some projects were selected more than once on this basis. I The initial rationalised short list of projects was as follows: Economic Development I 1. Development of Monash Centre 2. Strategic Planning for Selected Major Centres 3. Electronic Data Interchange (EDI) Initiatives I 4. Dandenong Centre Action Plan 5. Stormwater Drainage Upgrade I

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I Accessibility

6. Scoresby Transport Corridor I 7. Dingley Bypass 8. Congestion Relief Program 9a. Caulfield-Dandenong Line- Capacity/Reliability Upgrade I 9b. Third/Express Track for Ringwood Line 9c. Tangara Double Deck Trains for Melbourne 9d. Key Rail Station Upgrade Package I 10. South East Melbourne to Tullamarine Airport Via Rail Link 11. Local Public Transport Initiatives 12. Heavy/Light Rail Connections to Monash University

I Environment

13a Westernport Bay Stormwater Treatment Facilities I 13b Upgrading of Bunyip Main Drain from Cora Lynn to lona 13c Integrated Airport and Water Re-Use Treatment Facilities

I livability

14. Community Participation/Development Programs I 15. Chain of Parks 16. Greening Program (Key Elements) 17. Bicycle Path Network I 18. Development of a Frankston "South Bank" Along the Foreshore 19. Dandenongs to the Bay I Structure I 20. Reserve South East Airport Footprint The above projects were presented at Workshop No. 2 and to the Study Steering Committee via the Interim Report and presentations. Further discussion and strengthening of the economic analysis of the region I resulted in the development of a regional economic strategy and a review of projects and project packages. The outcomes of this review and the development of a strategic framework for the region are presented in the I following section. I I I

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I I I I I ' I I i ! I I I I I , • SUPPORTIVE• I COMPETITIVE ' REGIONAL STRENGTHS PROGRAMS __.,. ECONOMIC f-.------.... I AND AND STRATEGY I WEAKNESSES PROJECTS I I I I I I

MELBOURNE METftOPOLITAN STRATEGIC INFitASTRUCTURE STUDY FIGURE3.5 SOUTH EASTERN REGION ,... I ANALYTICAL PROCESS FOR STRATEGY DEVELOPMENT ~ SINCLAIR KNIGHT MERZ I NIEIR CONSORTIUM I I I I I

I 3.6 Economic Development Strategy Framework

Preceding sections of this report. and Appendix E have considered the I structure of the regional economy in Melbourne's s9uth east, together with data on a range of other key social and cultural indicators. The appendices have also presented the views of participants in a series of I regional workshops and of other groups and individuals who have been involved in discussions about various aspects of regional development. This now needs to be drawn together. to indicate the directions in which the region should focus its economic development efforts, if the I contribution which such development can make to national. state and regional economic objectives is to be maximised.

I It is widely agreed that any region will maximise its economic well being by exploiting those economic strengths which are relatively unique to the region, focussing particularly on those sectors whose economic trends I are favourable for output growth. These will be the trade-exposed sectors which form the basis for regional exports. The key exporting sectors of any region (or nation) are generally agriculture, mining, manufacturing. I higher order services and tourism and, within these sectors, regions tend to export those commodities and/or services which are based on their more unique competitive strengths. Conversely, competitive weaknesses I can inhibit growth of regional exports.

The general study approach to identifying competitive strengths and I weaknesses has been to draw on a wide range of consultations with key stakeholders within the study region and to complement this with specialist economic analysis of regional economic structure and performance. as reported above and in Appendix E. The apparent strengths and weaknesses emerging from this analysis were discussed in regional workshops and subjected to careful examination for their uniqueness. This review process produced a set of eleven main defining I strengths and eight weaknesses. Consideration of these strengths and weaknesses led to the identification of seven key elements in a regional economic strategy, targetted at enhancing regional competitive strengths I and/or reducing weaknesses. Further regional consultations and supporting analyses led to the identification of a number of projects which, if implemented, would promote the elements in the regional I strategy. This study flow process is illustrated in simplified form in Figure 3.5.

I 3.6.1 Regional Competitive Strengths and Weaknesses The south east region includes nearly half of Melbourne's population. In a region of this size, it is difficult to draw out much difference between I this region and the rest of Melbourne. However, the region is not homogeneous. The report has shown that six broad sub-regions can be differentiated in economic terms, based on differing industrial, I occupational and demographic structures. These sub regions are shown

I SINClAIR KNIGHT r&lll/NEIR c.oNSORI1N 5R046.102.BJF:mbm:7/6/95 33 I I I I

I on Figure 1.3 in Chapter 1. It is at this level that the more unique competitive strengths and weaknesses of the broader region emerge. At this level, furthermore, it is possible for the region to have both strengths I and weaknesses on a similar component. the differences being ones of location within the region. This situation emerges in the south east, as I indicated below. On the basis of the analysis and consultations undertaken in the r~gion. the more unique competitive strengths can be identified as follows (not I necessarily in any priority order): o the presence of a strong manufacturing base, including a significant high technology component (especially in the industrial east and I south). This base provides a foundation for growth of regional exports, particularly of the more elaborately transformed manufactures. where I growth prospects are good; o a well qualified workforce in parts of the region (especially in the inner catchment area but also In parts of the industrial east). This is I important for the development of any employment but particularly for growth of higher order services employment. where export I employment growth will be increasingly concentrated; o a high quality living environment (e.g. in the inner residential east, outer east and parts of the peninsula). There is widespread evidence I that this is essential for attracting the owners/managers who build many export oriented businesses; I o high quality tourism assets (e.g. in the outer east and peninsula). Tourism is a strong export growth sector;

o a strong base in tertiary educational services, particularly based on I Monash University (and including the Monash Medical Centre). This part of the service sector is an important export growth sector in its own right, as well as being central to the development of regional I employment skills;

o a deep water port (at Hastings). Ports are traditionally focii of I economic activity and they are scarce assets;

o generally good internal road connectivity. This is important in retention I of business and attraction of new businesses. Road congestion. which . exists at several locations, can be a significant reason firms relocate I out of a region; o an extensive radial rail network. This gives good access opportunities for residents to work elsewhere (along or near the radii), assisting I development of the residential base of the region;

I SINCLAR KNIGHI' I\£RZJNEIR CONSC:lllTW 5R046.to2.BJF:mbm:7/6/95 34 I I I I I o a core of well developed urban centres (e.g. Dandenong, Glen Waverley, Frankston). Urban centres are the places where higher I order services growth tends to concentrate. Without such centres, opportunities to share in this economic growth are diminished:

I o slightly higher income levels than the rest of Melbourne. This underpins a strong retail trade sector and generally high quality urban assets and also helps provide the domestic markets on which export I growth Is often built; · o green space and other high quality environmental assets. These are I important contributors to breathing space and to the environmental . amenity of the region, an important component of high quality living environments. which attract people who can build new businesses.

I These competitive strengths are obviously not all unique. For example, a skilled workforce is common to many parts of Melbourne. However, taken in combination, they add up to a significant package of attractions for I business growth and help explain why the region's growth was projected in Appendix E to slightly exceed that of Melbourne as a whole I over the period to 2011. · The analysis of the region's economic characteristics, together with consultations held during the course of the study. however, have also I indicated that the region faces some competitive weaknesses, which act as inhibitors of regional economic development. As with the competitive strengths. the weaknesses tend to apply to particular parts of the broader I region. The main competitive weaknesses can be summarised as follows: o poor connectivity to the main interregional. interstate and international I transport nodes and links. Apart from access to/from the Gippsland Region, these nodes and links are essentially in the central Melbourne area (e.g. Port of Melbourne, Dynon rail terminals) and in the north I (Hume corridor), north-west (Tullamarine; Calder corridor) and west (Adelaide corridor). The region is the furthest from these nodes/links of any part of Melbourne and traffic congestion on key access/egress I links adds to the cost of this separation; o the region has large areac; of relatively undifferentiated development. with little sense of place. This reduces their attraction as residential I and business locations for many owners/managers and firms;

o the low density development which characterises the region mitigates I against development of centres of concentrated higher-order services employment. It should be added that this form of development is associated with high levels of dependence on private auto travel. the I long term sustainability of which is increasingly coming into question

I SINClAR KNIGHT MERZJNIEIR CONSORTlJM 5R046.t02.BJF:mbm:7/6/95 35 I I I I

I on greenhouse gas emission grounds; o the major Dandenong centre has a poor image and lacks the local occupational base for growth of higher-order services employment I and the local high income levels to support more extensive retail and services development;

I o parts of the core region have suffered considerable manufacturing employment loss and have a perceived image as being relatively I undesirable locations; o much of the workforce in the core is not qualified for employment in I those sectors with better growth prospects; o the Port of Hastings is not able to handle non-bulk cargoes and is losing trade in its bulk markets (e.g. as Bass Strait oil supplies wind I down); o public transport services are perceived as being unreliable and unsafe, which acts as a counter to the advantage of an extensive radial I network.

3.6.2 Regional Economic Strategy Framework I Against the background of these competitive economic strengths and weaknesses, the study team proposes that the major thrusts of an economic development strategy for the South East region should be as I follows: ·

1. improving connectivity to the major interregional, interstate and I international transport nodes and links, which provide access to key markets for goods and services from the region and from important suppliers of inputs. This element mainly requires improving road I access to the north, centre and west of Melbourne. The focus needs to be on access from the central and northern parts of the region, since the southern corridor is already quite well served. It is argued in the project selection process below that the top priority for access I improvement is upgrading the SE Arterial west of Warrigal Road, building the Domain Tunnel and improving road access in the Western Bypass/Tullamarine Freeway corridor. Standard gauge rail access for I freight from Hastings and passenger access between Dandenong and Tullamarine also need to be considered in relation to improving access to major external markets. Upgrading electronic data I interchange facilities is also an important ingredient of logistics improvement and of upgrading the general business environment;

I 2. sustaining and selectively improving intraregional transport quality, to ensure that this does not become an impediment to business development. This element focuses on improving conditions for the I movement of both people and goods and selectively targeting

I SINClAR KNIGHT MERZJNEIR CONSORTlJM 5R046.102.BJF:mbm:7/6/95 36 I I I I

I improvements to roads, public transport and cycling conditions to achieve this. I 3. increasing the level of development of a select number of urban centres, to facilitate growth in higher order services employment and related activities. This requires efforts to make the centres more attractive for higher order business services and for a range of other I cultural, entertainment and commercial services. The presence of several key rail nodes in the region provides opportunities for centre development and Dandenong has the size to warrant pursuit of further I higher order services development. This will require attention to overcoming the identified competitive weaknesses of Dandenong;

I 4. developing the Monash precinct as a centre for knowledge intensive manufacturing and services industries. This will need to include attention to extending the range of extra-curricular activities which are I available in the precinct. to make it a more desirable work and other activity location (e.g. conference facilities. quality restaurants: entertainment and recreation facilities), as well as increasing the I capacity to attract high tech manufacturing and related businesses (e.g. upgrading EDI capacities); I 5. encouraging employment growth in the north western parts of the region, which are nearer to external markets and will tend to encourage a more consolidated and sustainable urban structure. This also has the social advantage of providing employment opportunities I close to areas where substantial employment losses have occurred and unemployment rates are relatively high. In addi~ion, it will reduce development pressures on sensitive environments in or near the fringe I growth areas (e.g. the Western Port sea grasses and mangroves). adding to the sustainability of the development pattern;

I 6. increasing the availability of educational/training/retraining programs, to better equip the workforce for jobs in growth sectors. The core of the region needs to be a particular focus of attention. because of the high I unemployment rates and low workforce participation rates in parts of this sector;

I 7. promoting ecologically sustainable development, through environmental enhancement, reswrce protection and innovative urban design to make the region a show-case in issues which will be of increasing I national and international significance (eg. urban villages. focusing on mixed uses; sediment control, wastewater reuse. greening projects). This will also help provide living environments which attract business I people and their businesses. I

I SINCIAR KNIGHT MERZ/NEIR CONSOili1JM 5R046.to2.BJF:mbm:7/6/95 3 7 I I I I

I In addition to these strategy elements, social equity suggests that particular attention should be directed to the needs of those areas which face the most severe employment problems. The analysis has identified I these areas as including Oakleigh, Dandenong and the Peninsula. Some of the strategy components outlined above will assist in this regard. Additional programs may also be needed. The low level of employment in I public sector type industries (public administration and defence; community services) in the region suggests that there are equity grounds I for public sector action on this front. Figure 3.6 shows the regional competitive strengths and weaknesses, the associated regional economic strategy and the elements of the strategy which focus on enhancing particular strengths and/or reducing I weaknesses.

3.6.3 Summary I The region has many attributes which create the potential for economic growth. For example, it has high existing and projected population growth rates; in the main it is an attractive place to live and work; it has I the structure in place for a comprehensive intra-regional transport network (both radially from the central business distract and for cross regional communication); it has an extensive system of major centres of I activity which provide a high order of goods and services; and it has good access to a wide range of educational, recreational and cultural I activities. · However, the region has some limitations and potential problems. The recommended economic strategy for the region is based on an overall I strategic framework that has three major elements and a number of supporting elements. The major elements which aim to overcome the I region's limitations and enhance its strengths are: o To increase the linkages between the region and the national and. international trading system (ie. better connectivity in both transport I and telecommunications); o To constrain the potential for further urban encroachment into the high value agricultural, environmental and recreational areas of the South I East's hinterland. ·

o To improve the match between the region's workforce skills and the I changing requirements of the evolving workplace.

The first of these key elements is aimed at overcoming the region's I greatest inhibitor to economic advancement, which is the limited access to the national and international transport system: the region is remote from Melbourne's international airport; the main port is difficult to access I due to congestion; the national railway system bypasses the region; and

I SINCLAIR KNIGHT MERZ/NEIR CONSOR1JH 5R046.to2.BJF:mbm:7/6/95 38 I I I

I competitive strengths 1. Strong manufacturing base I 2. Qualified Workforce Regional Economic Strategy (related I 3. High quality living strengths and environments weaknesses 4. High quality tourism I sector ---··--·-·····-• 1. Improve interregional 5. strong tertiary Connectivity education base <1, 3, 4, 8, 9, 12, 15, 16) I 6. Deep water port 7. Good internal road 2. Improve intraregional connectivity connectivity <3, '5, 7, 8, I 8. Radial rail network 9, 11, 12, 15, 19) 9. core of well developed urban centres 3. Improve key urban I 10. High income levels centres <2, 3, 7, 8, 9, 11. High quality 10, 13, 14, 15, 19) I environmental assets 4. Develop Monash precinct I <1. 2, 5, 13, 14, 15, 16> competitive 5. Encourage weaknesses employment growth I In North west 12. Poor Interregional (1, 2, 3, s. 8, 9, 10, 11, Connectivity 12, 13, 14, 16, 17) I 13. Large undifferentiated areas 6. Increase educational 14. Low density 1----·----· ··· ..., access I development (1, 2, 5, 17, 19> 15. Dandenong poor I image 7. Promote sustainability 16. Poor manufacturing (1, 2, 3, 4, 11, 13, 14> image In parts I 17. unqualified workforce in parts 18. Port limited to bulk I cargo 19. Public transport Infrastructure Library I unreliable

MElBOURNE METROPOUTAH STIIATEOIC INFMSTRUCTURE STUDY FIGURE3.8 I SOUTH EASTERN REGION 1tllll REGIONAL COMPETITIVE STRENGTHS AND WEAKNESSES AND RELATED REGIONAL I ~ SINCLAIR KNIGHT MERZ/NIEIR CONSORTIUMI ______.=,EC::..:O:..:.N::..:O:.:.:.M:..:..:IC~S:..:T..:..:RA:...:T.:....:E:..::G:..:Y ______, I I I I

I access to the national highway system is constrained. The second major element is directed at controlling the spread of the region's growth to ensure that a more ecologically and economically sustainable form of I development can eventuate. The third major element is aimed at ensuring that the region's workforce skills base keeps pace with the I needs and demands of a globally competitive economy. In support of these major thrusts, the strategy contains other projects and I programs which are aimed at: o Improving transport connectivity within the region - both freight and I people. o Developing major existing centres of activity to maximise the existing investment in infrastructure and create opportunities for a higher order I and wider range of goods and services for the region's population. o Re-establishing and enhancing the declining industrial area around I Oakleigh-Huntingdale as a major employment node. o Developing the Monash Technology Precinct further to maximise the potential for innovation, conversion of research to products, diffusion I of technology through industry and business and value adding to existing production.

I o Generally improving the quality of the urban environment where required (eg. greening program, chain of parks. etc).

I o More effectively using resources that are available (eg. waste water re-use). I The following section of the report describes the packages of priority projects and programs selected to support the proposed regional economic development strategy framework. Key elements of the strategy I are shown on Figure 3.7. I I I I

I SINClAR KNIGHT MERlJNEIR CONSORTilN 5R0.46.to2.BJF:mbm:7/6/95 39 I I ,~I h C~nberra NOTE Sydney Brlabane I This diagram highlights the major elem.ents and;lsaues dlagrammntlcally. The t&lit provides morn detail and should ba·ralled upon.

. LEGEND

xc:J 0 EXTERNAL CONNEC'TlONS I <.~ jn :1 INTRA-REGIONALACCESS +-u•- INCREASE RAIL ACCESS I 4l KEVURBI\NCENTRES

I:)-,.~:·!:] llt()NASH PRECINCT I ~ ENCOURAGE EMPLOYMENT I Dendenong Ranges I I

I PORT PHILLIP BAY I I I I · · ·.::.-: .\ .GREENSPACECONNECllONS I ·¥: :SEDIMENTCONTROLS ----l PRCJTECTWESTERNPORT 1 . J CATCHMENT I 'I PROTECT RICH L · AGRICUL'TURAL LAND f __ ] EXISTING URBAN AREAS 17,77J1 I ,_1 /LA. URBAN EXPANSION

MELBOURNE METROPOLITAN STRATEGIC INFRASTRUCTURE STUDY FIGURE3.7 SOUTH EASTERN REGION 1885 I KEY STRATEGIC ELEMENTS I SINCLAIR KNIGHT MEAZI NIEIR CONSOR~UMI ______I I I I 4. Projects and Project Packages I 4.1 Project Selection

Figure 3.5 indicates that the regional economic strategy flows through to I actions (programs/projects) which are intended to help achieve the directions included in the strategy. These projects and programs were identified through an iterative process, which involved extensive I consultations (e.g. as reported in the workshop and industry survey discussions in Section 3 above), research by the study team, feedback in workshop settings from key local opinion leaders, and broad I assessments of project performance against a range of evaluation criteria by members of the study team. Those latter evaluations are reported in Section 5 below. Chart 4.1 sets out the seven elements of the regional economic strategy and indicates both the major projects which are I intended to contribute towards achievement of the respective elements of the strategy and complementary supporting projects which also assist in this regard. A brief outline is provided indicating the connections I between the particular projects and the elements of the strategy, while Appendix K provides further supporting documentation of the projects.

I It will be noted that the study team does not propose any specific projects to improve the general cargo handling capability of the Port of Hastings. Instead it was thought more appropriate at this time to improve I access conditions from the Re1gion to the Port of Melbourne which is Australia's largest container port. Development of separate facilities at Hastings seems to be an unnecessary development in the short to I medium term, although the private sector could undertake suitable development if they thought this was appropriate. The investment in the I City Links project could be seen as supporting the Port of Melbourne. Chart 4.1: Regional Strategy Elements and Supporting Projects I !Strategy Element 1. Improve External Connectivity

This element aims to increase regional export potential by improving I connectivity to the major interregional, interstate and international nodes . and links, both for surface movement of goods and people and for I information flow. Refer Figure 4.1. Major Supporting Projects 1.1 City Bypasses and Links I 1.2 Hallam Bypass 1.3 Dandenong-Tullamarine Rail Link (Melbourne Airport Rail Access from South East Region) I 1.4 Standard Gauge Rail to Hastings 1.5 Reserve SE Airport Footprint 1.6 Electronic Data Interchange (EDI) Initiatives I 1. 7 NE Link - Metropolitan Ring Road

I SINClAR KNIGHT II.ERl,/NEIR CONSORTlJVI 5R046.102.8JF:rnbm:7/6/95 40 I .------I I I

I Complementary Supporting Projects 2.1 . Scoresby Transport Corridor EES I 2.2 Program of Congestion Relief !Strategy Element 2. Improve Intraregional Connectivity I This element aims to reduce transport costs for regional businesses and to improve access to a range of employment and other opportunities for I regional residents. Refer Figure 4.2.

Major Supporting Projects I 2.1 Scoresby Transport Corridor EES 2.2 Program of Congestion Relief 2.3 General Public Transport Upgrade I 2.3.1 Third/Express Track to Ringwood 2.3.2 Double Deck Trains 2.3.3 Key Station Upgrade I 2.3.4 Caulfield-Dandenong Line Reliability Upgrade 2.4 Bike Networks Complementary Supporting Projects ',I 3.3 Glen Waverley Transport Interchange, Station Relocation and completion of Ring Road. I 3.4 Frankston Station Upgrade and Transport Interchange 1Strategy Element 3. Improve Key Urban Centres

I This element aims to facilitate growth of higher order services employment opportunities by development of selected urban centres. Refer Figure 4.3. Some of these centres are listed below. In addition, I the centres of Knox and Ringwood show potential for urban centres and transport nodes. Ringwood in particular has potential for the creation of linkages and synergies between station/modal interchange development. I the traffic bypass and the main commercial area. Ringwood Station is discussed further in Section 2.3.3 and Appendix K.

I Major Supporting Projects 3.1 Dandenong Action Plan 3.1.1 Review Structure Plan I 3.1.2 Build Cultural Centre 3.1.3 CAD Streetscape Improvements .. 1 3.1.4 Implement CAD Shuttle Bus 3.1.5 Road System Upgrade 3.2 Caulfield Employment Node 3.3 Glen Waverley Transport Interchange, Station Relocation I and Completion of Ring Road

I SINClAIR KNIGHT MERZJNIEIR CONSORII.JM SR046.t02.BJF:mbm:7 /6/95 41 I ~------I I I

I 3.4 Frankston Action Plan 3.4. 1 Kananook Creek Bay and Regional Boating Facilities Redevelopment I 3.4.2 Station Upgrade and Transport Interchange 3.4.3 Bay to Monash (Frankston Campus) Link

Complementary Supporting Projects 4.1 Reinforcement of Monash Precinct 1.6 EDI Initiatives I 1.3 Dandenong-Tullamarine Rail Link 2.1 Scoresby Corridor EES 2.3.4 Caulfield-Dandenong Line Reliability Upgrade I 2.4 Bike Networks I !Strategy Element 4. Develop the Monash Precinct This element aims to further develop the Monash Precinct as a centre for innovation and excellence in knowledge-intensive manufacturing and services industries and as a centre for a broad range of regional I activities, to diversify opportunities for employment and for other social and recreational pursuits. Refer Figure 4.4.

I Major Supporting Projects 4.1 Reinforce the Monash Technology Precinct and Diversify its Base I 4.1.1 Conference/Convention/Exhibition Facility 4.1.2 Industry/Business/Education Networking 4.1.3 Develop Public Transport Access I 4 .1.4 Review of Regulations Constraining Site Development I 4.1.5 Urban Design Initiatives Complementary Supporting Projects 1.6 EDI Initiatives I 2.3.4 Caulfield-Dandenong Line Reliability Upgrade

Strategy Element 5. Encoumge Employment Growth in the North West I of the Region

This element aims to encourage employment growth in those parts of the I region which are nearer to external markets, which have relatively high unemployment rates and also aims to encourage a more consolidated I and sustainable urban structure. Refer Figure 4.5. I

I SINClAR KNIGHT II&RZJNEIR CONSORTlJM 5R046.to2.BJF:mbm:7/6/95 42 I I• I I

I Major Supporting Projects 5.1 Redevelopment of Oakleigh/Huntingdale Industrial area Complementary Supporting Projects I 2.2 Program of Congestion Relief 2.3 General Public Transport Upgrade 3.2 Caulfield Employment Node I 3.3 Glen Waverley Transport Initiatives 4.1 Reinforce the Monash Technology Precinct and Diversify its Base I 6 Increase Educational Access !Strategy Element 6. Increase Educational Access

I This element aims to reduce the mismatch between workforce skills and advanced employment requirements, particularly in the core part of the I region. Refer Figure 4.6. Major Supporting Projects 6.1 Provision of Technical Training Facilities I 6.2 Program of Secondary School Student Retention 6.3 Professional Occupations Training Programs

I Complementary Supporting Projects 1.6 EDI Initiatives

I !Strategy Element 7. Promote Sustainability

This element aims to encourage regional development to increasingly I take place in accord with principles of ecologically sustainable development. Refer Figure 4.7.

I Major Supporting Projects 7.1 Westernport Retarding Basin 7 .1. 1 Westernport Sediment Control I 7 .1.2 Koo Wee Rup Agricultural Land Flood Mitigation 7.2 Waste Water Reuse 7 .2.1 Gran bourne Market Gardens I 7.2.2 Koo Wee Rup/Ciyde Agricultural Land 7.3 Case Studies in Sustainable Urban Development · 7 .3.1 Bayswater Urban Village 7.4 Greening the South East I 7.4.1 Industrial Areas 7 .4.2 Gateways and Boulevards 7.4.3 Wildlife Corridors/Urban Forests I 7.5 Chain of Parks I

I SINCLAR KNIGHT MERlJNEIR CONS:>R1I.N 5R046.102.BJF:mbm:7/6/95 43 I NOTES

RoU!&S and 10C81101it tit project~ art shown diagn~matlCIIIIy.

1.3\ DANDENONGI I TULLAMARINE RAIL LINK ~-. (

.J )I 1 7 NORTH EAST LINK ~ ..J METROPOLITAN RING ROAD. . ~

The information technology project 1.6 is also categonsed as 1mprov1ng external connectivity. I I I I 1.2 HALLAM BYPASs

PORT PHILLIP BAY

I WESTERN PORT BAY I MIUIOUIUU! MIT1lOPOUTAH STRAftOIC llfi'RAaTRUCT\IH ST\IDY FIGURE 4.1 SOUTM I!Ain1UI HalON . 1111 STRATEGY ELEMENT 1 IMPROVE EXTERNAL I CONNECTIVITY '------"r;l__, SINCLAJilKNIOHTMI!RZI NII!IIII.CONSOilnUM I I I I LEGEND ~- ~ 2.1 Sc:a.by Con1daor EES 2.2 Program of Congestion Relief. The llpUC8 IndiCate e general I pmg111m of small scale traffic engmeenng Improvements rather /"'>-' . I / than the precise location of these --::A 2.3.1 Third E.xpreu Track to i Ringwood. wortcs. I -1 \ I 2.3 The General Public Transport i Upgrade includes: i ~; I I I I · 2.3.1 Third/Express track to Ringwood I 2.3.2 Double Deck Trains I 2.1 Scoresby Corridor EES 2.3.3 Key Statton Upgrade I I 2.3.4 I Caulfield/Dandenong Reliability I I • I Upgrade I 2.4 The Bike Network includes both • ·-n i \ on mad and off-mad links and I _.:.. :' ·.-:; e~ends throughout the reg1on. 2.3.4 ~.rv---'V"',9r I

I • I ~ / ~~ I / i I \ I PORT PHILLIP BAY I I I

I WESTERN PORT BAY I I MIUGU.... H'TilOPOUTM STIIIATIQIC JNPilMTilUC1VQ ll\IDY FIGURE 4.2 SOUTH MITDN UGION 1• STRATEGY ELEMENTS 2: IMPRO\llt-IN1AA REGIONAL I CONNECTIVTY ~------..JoO-- SINCLAIR KNIGHT MI!RZINI!IRCONSORnl,!!IML_ ___.....:;:.-=.:..;:.:..::::..:....:.~------' I I I I NOTES 0 FUTURE MAJOR CENTRES I -· _..·, I ' RINGWOOD /

___..__I-~( I y I ~ I ' 3.2 CAULFIELD EMPLOYMENT NODE

3.3 GLEN WAVERLEY ACTION PLAN Transportl~hange. Shmon :-"'.1-1 r' . Relocation and Ring Road. ..·_./ \ ·' ,·__...... ~J ...... ~....,.,.! - ·...; '-..~~...... r..~ I

, 0 BERWICK '· I 3.1 DANDENONG CENTRE '"'· 3.1.1 Dandenong CAD Structure Plan 3.1.2 CultUral Centre Project ~'- 0; PAKENHAM I 3.1.3 Slreetscape Improvements 3.1.4 Shuttle Bus Public Transport 3.1.5 Road System Upgrading \; I ~ CRANBOURNE PORT PHILLIP BAY I \ I 3.4 FRANKSTON ACTION PLAN " I I I· WESTERN PORT BAY I -~ ~AJI miATHIC INPAAST1UIC'TUIU! STUDY FIGURE 4.3 SOUTM!ASTDNIU!OION 1111 STRATEGY ELEMENT 3: II IMPROVE KEY URBAN I ______.110w__ SIMCLAIRKNIOHTMI!RZINII!IRCONSORnU~M!______:C::.:E::.:N..:..T~R.:.:E::.::S:...... ____....J 1 I I I r-·------:------~------NOTES This Jl"liec;l enc:ompauea number of 1 I actMtJes whk:tlllnl lltiH In the planning and~ devi lnpnlent stag•. These-:

4.1 Rei'lfan» the Monah I Technology Precinct and Diversify its Base

,4.1.1 Conference/Convention 1 I Exhibition Facility Industry/BusinesS/Education ' 4.1.2 I I Networtong \ 4.1.3 Develop the Monash Precinct - Public Transport Access

Review of Regulations I Constraining Site Development I Urban Design InitiatiVes I

\ ·. I / \ I / \ PORT PHILLIP BAY I I I I I I WESTERN PORT BAY I

I MI!UOURNI MI!TROPOLITAN STRATeGIC INI'RASTRUCT\IRI STUDT FIGURE 4.4 SOUTHI!!AST!RHRIOION 1• STRATEGY ELEMENT 4: 11 DEVELOP THE MONASH ______...~oW-- SINCLAIR KNIOHTMIRZ/ NIIIRCONSORnui!.!!M!!.______.;..P.;..R..::E:..:C:..:I.:...;N;.:C;...:T ______-' I 1 I I I I NOTES This strategy has the following elements

6.1 Provision of Technical Training I Facilities. (6.2 Program of Secondary School SWINBURNE (LJL YDALEl Student Retention. I • 6.3 Professional Occupations Training Programs.

In many cases the major barrier.~ to better I access are socio-economic In nature rather than physical. I I I I CASEY TAR IDANDI!NONG~ I

I •MONASH

M!UOUIUCI MI!TROPOLITAH STRATIGIC INI'RASTRUCTVIU! STUDY FIGURE 4.6 SOUTH II!ASTIRH UGION 1115 STRATEGY ELEMENT 8: I II INCREASE EDUCATION ,______.wW-- SINCLAJRICNIGKT M!RZINII!IRCONSORTIU!J!M!....-____..:.A.:..:C:..:C:..:E:S:..:S=------..... I I I

I LEGEND I Major Projects 7.1 V'kstemport Raarding Basin 7. 1. 1 ll\lestemport Sediment Control 7.1.2 Koo Wee ~ .Agriaittxal land Flood Mtigation I 7.2 Waste Water Reuse 7.2.1 CranbotJne Mtrk.et Gardens 7.2.2 Koo Wee fqVCiyde P(Jricultural land I 7.3 Case Studies in &sainable lkban De\lelopmert 7.3.1 Bayswrter lkban V111age 7.4 Greenng the South East I 7.4.1 Industrial Areas 7.4.2 GateY.ays and Boulevards 7.4.3 11\Aidlife Corridors/lkban Forests I 7.5 Chain of Parks Note that the locations are notional only. I I I 7.1 I

7.1 7.1 I .PORT PHILLIP BAY 7.2.2 I C) I I I WESTERN PORT BAY I I I I I I I I

Complementary Supporting Projects I 1.6 EDI Initiatives 2.3 General Public Transport Upgrade 2.4 Bicycle Path Networks I 5.1 Encourage Employment Growth in North West

Descriptions of the priority projects and programs supporting the above I strategy elements are provided in the following section. I 42 Pmject Descriptions A brief description of each project and program is provided below, grouped under the heading of the respective strategy element for which I it is intended to contribute. Detailed descriptions of projects and programs are provided in Appendix K I 4.2.1. Improve External Connectivity

I 1.1 City Bypasses and Unks This project lies outside the South East region but is included in the priority list of projects and programs because the survey of industry leaders .revealed its great importance to the economy of the south east I region.

This project involves the linking of the southern end of the Tullamarine I Freeway to the West Gate Freeway (the Western Bypass) and the linking of the West Gate Freeway to the South Eastern Arterial (the Southern I Bypass). 12 Hallam Bypass (Princes Freeway) The Hallam Bypass provides a connection between the South East I Arterial and Berwick Bypass providing a bypass of Hallam and Fountain Gate/Narre Warren regional centre. The bypass will provide an alternative to the Princes Highway East which has been upgraded to six I lanes divided. Because of the rapid growth in the area and a lack of parallel arterial roads, congestion is increasing on the highway. VicRoads estimate construction of the bypass commencing just beyond I year 2000. Estimated cost $90m.

1.3 Dandenong to Tul/amarine Airport Rail Unk (Melbourne Airport Rail I . Access from South East Region) Express rail service link from the South East Rail lines to Tullamarine Airport. Initial connections would probably be via the Dandenong Line however connections from Frankston and possibly Ringwood are also I feasible. All South Eastern connections exist: the major new line and I cost requirements are for the spur connection in North West Melbourne.

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I 1.4 Standard Gauge Rail to Hastings This project envisages the provision of standard gauge rail links between Melbourne and the key freight rail customer of South east Melbourne, I BHP at Hastings. BHP currently process some 1.6M tonnes of Steel Slab, 50% of which comes from inter-state via rail.. Currently this must be gauge transferred in Melbourne from standard gauge inter -state trains to broad gauge Victorian freight service. This proposal would enable a I more direct service for the 800,000 tones of inbound Steel Slab and the existing 250.000 tonnes of output processed steel coil which goes by rail. At just over 1M tonnes p.a. the existing operation of rail to BHP Hastings I accounts for about a quarter of all existing inter-state rail freight movements by weight.

I The standard gauge connection could be provided with new tracks and dual gauge on some existing broad gauge tracks. Existing rail services use the Long Island extension of the Frankston line, however it has been I proposed to use an alignment via Dandenong as the proposed route. This would require new track sections south of Dandenong. However it would provide standard gauge service to a wider market of potential I freight rail users in the South East. Also the potential for future standard gauge connections to South East Gippsland would be enhanced. I 1.5 Reserve South East Airport Footprint Although the South East Airport will not be required for many years (notionally 2010 - 2017), planning controls could be established that would protecVsecure the option by restricting development on the I footprint and under proposed flight paths.

The South East Airport (SEA) Steering Committee has recently completed I Stage 1 of the South East Airport Study. The aim was to carry out a detailed demand and cost-benefit analysis to determine whether there is a need for a regional airport and, if so, what the role and function of I such an airport in the South East Region would be. Stage 2 of the Study aims to identify potential sites for the proposed airport. An I appropriate site is yet to be identified. The following extract from a press statement released by the SEA Steering Committee in February, 1995, outlines the current status of the I proposed airport: I I I

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I "The South East Airport Steering Committee has completed Stage 1 of the study. The study outcome indicates a need for a regular public transport airport in the south east by 2017. However, pending results of I studies currently being undertaken, including the Melbourne Metropolitan Strategy and Transport Aviation Studies, the Committee I recommends that Stage 2 should not proceed untiiDecember, 1996." "It is anticipated that the implications of the outcomes of the further studies will be considered in late 1996 to determine whether to proceed with Stage 2 of the study which would be identification of I potential sites in the South East Region." I 1.6 Information Technology I We have identified two projects in the general area of information technology.

I 1.6. 1 Electronic Data Interchange (ED/) in the Freight Industry This project was identified in the Melbourne Hub Study (DJA Maunseii/NIEIR 1995) as critical to securing Melbourne's freight I advantage. Unlike most other projects identified in the present study, it would be largely invisible to the public. Its benefits are especially relevant to Melbourne because it largely relates to the export of I manufactured products. However, this project is just as relevant to other regions in addition to the South East. I This project is the facilitation of electronic data interchange in the freight industry. It is directed at achieving a rapid, seamless information and logistics network to improve information and product exchange at all transport interfaces. In effect. this program would increase the I proportion of "paperless· transactions. It is particularly important to overseas trade.

I 1.6.2 Pilot Projects to Increase Community Access to Information Networlcs By contrast to the above project, this project would have very high I visibility to the public and be directed to the "information poor· rather than the "information rich".

I These pilot projects would involve the introduction of computer hardware, software and trained staff to selected community facilities accessible to the public such as local libraries. Some projects of this nature have I recently been commenced, such as the "Whitehorse Electronic Village· which will be a public, non-commercial electronic forum and information exchange for the eastern suburbs of Melbourne. It should be accessible I to the public late in 1995. Other similar pilot projects have recently commenced for rural communities centred on Wangaratta and Maffra. I

I SINClAR KNIGHT I'IUZJNEIR coNsoRrlJM SR046.102.BJF:mbm:7/6/95 46 I I I I I 1.7 North East Link (Metropolitan Ring Road) EES The North East Link Road will provide an extension of the Scoresby Transport Corridor (Eastern Ring Road) from Ringwood to I Greensborough to link with the northern section of the Metropolitan Ring Road east-west primary arterial roads. This link would provide a very important connection for accessing markets external to the region. An I EES will be required to initiate planning of this project - estimated cost $1.5M. Estimated construction cost $850M. This link should be kept under active consideration while recognising the major environmental I issues raised by a route across the Yarra Valley. This should not preclude the investigation of alternative routes to the north and north west I i.e. in the sector bordered by Manningham Road and Warrandyte. 4.2.2. Improve lntrareaional Connectivity 2.1 Scoresby Transport Corridor EES I The Scoresby Transport Corridor is located along the industrial, commercial and employment axis of the outer-eastern and south eastern Melbourne. It links activity centres at Ringwood, Dandenong and I Frankston and connects them to the rapidly developing south eastern growth area. It could include a mix of public transport and private transport improvements within the broad corridor which includes I Springvale Road and Stud Road. A recent study for Vicroads, Strategic Planning Investigation of the Scoresby Transport Corridor, has shown that a freeway over the entire length of the corridor would produce significant net economic benefits to users. A 1994 study, Frankston-Cranbourne I Dandenong-Ringwood Light Rail Link, for the Jobs for the Oandenong Task Force Inc. concluded that the most likely viable light rail service for the study area exists between Dandenong and Ringwood. The I magnitude of this project and the range of variations within it, together with the range of possible effects indicates that evaluation should now I proceed to a full Environmental Effects Statement. 22 Program of Congestion Relief This program comprises two elements: I o The upgrading of roads of strategic importance to the south east region to reduce travel time and vehicle operating costs; o Improving access to activity centres in the region. I thereby reducing transport costs.

Springvale Bypass I One location with significant congestion and a very high number of accidents is the six way intersection of Springvale Road, Centre Road and the Princes Highway. To relieve congestion the Springvale Bypass I could be extended from the Princes Highway north to Ferntree Gully Road. (Cost $12 ooo 000).

Greens Road - Nepean Highway Route I Upgrading this route would involve:

I SINClAIR KNIGHT MERlJNIEIR CONSORilUM 5R046.to2.BJF:mbm:7/6/95 4 7 I I I I I o duplication of Greens Rd, Hutton Ad and Governor Ad between Frankston-Dandenong Road and Boundary Road; I o signalisation of the intersection of Boundary and Governor Roads; o signalisation of the intersection of Boundary and Lower Dandenong Roads; I o upgrading of the intersection of Lower Dandenong Road and Nepean Highway. (Cost: $5 ooo OOO)

I Stud Road Stud Road has some sections which are undivided although much of this route has a four lane divided c:ross section. There is sufficient reserve to I widen Stud Road to a six lane divided cross-section. This project would be evaluated in conjunction with the Scoresby Transport Corridor. I (Cost: $15 000 000). Transport operators have expressed concern about the pavement roughness on som0 scctiono. I (Cost: $200 000).

Dandenong Ring Road I A ring road around Dandenong would provide a bypass for traffic currently using Princes Highway East (Lonsdale Street) through the centre of the Dandenong CAD. The northern and eastern legs exist I currently (SE Freeway) and freeway reserves exist for the western and southern legs (Scoresby Freeway and Dingley Freeway respectively). A Western Bypass of Dandenong will be considered as part of the I Scoresby Transport Corridor (Project No. 2.1 ). Bayswater- Yarra Glen Link The Scoresby Transport Corridor is subject to a separate analysis I (Project 2.1 ). A partial alternative is the upgrading of Mountain Highway and Dorset Road between Stud Road and Maroondah Highway. I (Cost: $8 000 000). Median Openings Springvale Road in particular, has been identified as lacking median I openings for right turn and u-turn access to industrial sites. This requires additional travel to an opening or intersection or "around the block". I (Cost: $4 000 000 (say 50 locations@ $80 000 each)). Service Road Access Redesign of service road entry and exit arrangements is required at I specific locations. Cost: $1 500 000 (say 50 locations@ $30 000 each) I These works will have flow-on benefits to other road users, including on road public transport (buses/light rail). I SINClAIR KNIGHT IV&l.INIElR CONSOR11lJM 5R046. to2.BJF:mbm:7/6/95 48 I I I I

I 2.3 General Public Transport Upgrade Within this project we have identified the following sub-projects related to fixed rail. They reflect the location of projects listed by the PTC and tend I to concentrate on the Ringwood and Dandenong lines rather than the Frankston line.

2.3.1 Third Express Track to Ringwood I 2.3.2 New doubledeck/advanced train rollingstock 2.3.3 Key Station Upgrade I 2.3.4 Caulfield - Dandenong Line Reliability Upgrade 2.3. 1 Third Express Track to Ringwood A variety of measures to improve service performance on the Ringwood I line. Includes: o Provision/Extension of Third track for express and passing train running. Existing third tracks are located from the city to I Blackburn on the Ringwood line. The main proposal is for extension of this track to Ringwood. although there are also proposals for a limited extension to Mitcham. Third tracks enable I express trains to pass stopping trains and generally increase capacity and reliability during peak periods. o Station. trackwork and signalling modifications associated with the I above. o At least one level crossing grade separation.

2.3.2 New Double Deck/Advanced Train Rollingstock Provision of new higher capacity and more reliable passenger train rollingstock. A variety of trains including the Sydney Tangara sets would fill this specification. Trains could be provided over several years as the older existing Hitachi sets require replacement. Currently a single double deck rail set (4 Tangara Cars) is in service and has access to parts of the central Melbourne network and the Belgrave and Lilydale sections of I the Burnley group. Wider access to the Caulfield group would be required for this project. This would require some clearance works on the Caulfield line although at this stage there are no cost estimates for I this work.

2.3.3 Key Station Upgrade I 'Fast Tracking' of the program of rail station upgrades for certain key South East stations and provision of key bus interchange facilities. At this stage key facilities targeted for upgrading include: I o Caulfield and Oakleigh Stations. o Pakenham/Cranbourne Line Stations. upgraded for facilities beyond those required for existing demand but appropriate for I forecast near-future demands resulting from growth in the area. o Ringwood Station - a more defined package of measures associated with service reliability improvements. This includes I rearrangement of platform positions and trackwork to make for

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I better platform use/interchange and also the general improvement in local track signalling and track positions. The area around Ringwood Station also shows potential to be upgraded in land use I terms. In addition. due to the high volumes of usage, Glen Waverley Station should be considered for a major upgrade and relocation to I accommodate plans for the development of the district centre. Caulfield Station as a centre of transport convergence, also has scope for further I enhancement as a major transport interchange. 2.3.4 Cautfield-Dandenong Rail Line Study, review and implementation of a range of measures aimed at I improving the reliability and capacity of the Caulfield-Dandenong line of the Caulfield rail group. Exact definition of the measures would be the output of the review. Possible! measures include the following list. Note I that the justification of these projects does not rely on a better rail connection to Melbourne Airport. Also, if these projects were rated I separately they may have rated more highly. Passing loops (3rd tracks) at key stations/rail junctions. These would present wider opportunities for express train movements and also enhances the flexibility with which the service can be provided. A I flexible service can better manage situations which create un-reliability e.g. train failures.

I Rail Flyovers at Caulfield/Dandenong. Flyovers enable grade separated track crossings. Track crossing is necessary where separate lines merge. Track crossing at grade often necessitates the stopping/waiting I of conflicting trains until tracks are clear. These waiting periods are particularly disruptive when timetables are disturbed because of train un I reliability. Wider Provision of Road Crossing Grade Separation. The main existing proposals are for grade separation of the Dandenong-Hastings Road I crossing on the new Cranbourne line. However wider provision of grade separation should be considered and further proposals generated and I evaluated. Second Track for Cranbourne Line. Single track lines are a significant constraint on service scheduling since trains in both directions must be I carefully timed to avoid each other. Single track sections are particularly disruptive to on-time running once the service is disturbed due to, un reliability events; they tend to exaggerate delays further. This proposal I suggests the addition of an extra track to the new single track Cranbourne line. I

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I Signallinq[Irackwork Review. General assessment of train control and management measures to better supervise schedule adherence and to I direct operations after events which tend to generate unreliability. Scheduling Assessment. As part of implementing any of the above, timetables would have to be re-scheduled including appropriate measures to permit recovery time. These can ensure a more robust I service pattern. I I I I I I I I I I I I I

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I 2.4 Bicyde Path Networlc A network of "Principal Routes· of about 3 km spacing has been proposed by VicRoads for the Melbourne Metropolitan area, including the I South East Region. About one third are off-road paths and the rest are on on-road routes. There are many proposed routes in the region which are stalled through lack of funds. Particular attention should be given to I bicycle routes that have a commuter function. 4.2.3. Improve Key Urban Centres

I 3.1 Dandenong CBD and Adjacent Industrial Area Transport Improvements This project is based on a number of supporting projects, shown in I Figure 4.8 designed to: o improve the social, cultural and environmental image of Dandenong CAD; I o improve accessibility to and within the Dandenong CAD and Dandenong South industrial area; o provide a firm basis for ongoing urban management relating to I further investment of btJth public and private capital. Dandenong CAD Structure Plc!!l I In addition to the following projects. and as an important support to them. it will be crucial that the existing Dandenong Centre Structure Plan is capable of guiding a variety of public and private investment decisions I over this next decade. Council is proposing to review the present and, to date, successful I Structure Plan. It is desirable that an additional budget provision be made to upgrade the robustnE~ss of this. important framework for ongoing investment and urban management.

I The Cultural Centre Project In a study for the Outer South East Partnership Project (Arts Victoria et al), KPMG (1994} identified the need for a regional cultural centre with a I performing arts focus. This centre was seen as a "peak regional centre which would be fed by people and organisations using local and I municipal venues located throughout the region" (KPMG 1994). Greater Dandenong Council has resolved to undertake the construction of a civic centre and carpark complex on a site between the existing I municipal offices and the Dandenong Market. located at the north western edge of Dandenong CBD. This centre will be staged (construction of the basement car parking is currently underway) and will I include: o Upgraded market facilities; D Renovations and extensions of the library and municipal offices; I D Provide a major civic theatre/cultural centre complex, above the

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The pf'OII!dS si'ICIIOII'I are ollten

'1nF=-.-:+--I~ New Bus I Terminal I I I I , I Need for major access to I industrial area .I I \ .. \ I I INDUSTRIAL _,· .filii""'· . .,.,- , I Pound Road--::., Extension , / I ,/

Grade separation I Oandenong Hastings Road Level Crossing I at Lyndhurst I MEL80UIIINIE M&TitOPOUTAM STIV

I basement (stage 1) carparking to include: - a 300 seat theatre - a 1 000 seat auditorium with theatre stage - supporting function rooms and meeting rooms I - community gallery Estimated Cost: $20M

I Dandenong CAD Commercial Precinct - Streetscape Improvements The commercial precinct of the Dandenong CAD located west of Lonsdale Street is in dire need of streetscaping to improve the image I and the attractiveness of the area to prospective developers and tenants.

Council has developed a streetscape improvement plan but. with limited I funding, implementation will take 5 years. The estimated cost of works is $2M.

I Dandenong has a negative image. Expeditious implementation of this streetscape project would provide a substantial boost to attracting businesses and hence employment to the Dandenong CBD. This project I is considered to have a high short term priority. It should commence immediately and be completed within 9 months. I Improved Access- Shuttle Bus Public Transport Surveys indicate a substantial number of people travel by car within the CAD to conduct their business, shopping, etc (ie. intra-CAD trips), with drivers, parking more than once within the CAD. To minimise car travel I within the CAD and to improve amenity, Council has investigated a frequent shuttle bus service with set downs located to provide excellent I coverage of the CAD. The estimated capital cost of this project is $1M. With the recent electrification of the rail line to Cranbourne, there is the opportunity for Dandenong CAD to provide regional retail, business and I community services to the rapidly increasing population to the east and south east. The considerable distance between Dandenong Station and the major retail centre will limit the opportunity for those relying on public I transport. The above shuttle bus, connecting the railway station to the retail centre, would minimise this problem.

I Road System Upgrading The following transport projects will improve accessibility to the I Dandenong CAD and Dandenong South Industrial area. CBD Ring Road To reduce traffic movement and improve amenity within the Dandenong I CAD, an internal ring road has been planned but is only partially completed. Foster Street and Stud Road currently form the south and east legs respectively. The King Street and Robinson Street connections, I forming the north and west legs respectively, are yet to be completed.

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I King Street Extension King Street between Stud Road and the Princes Highway East will form the north leg of the CBD ring road. To complete this section requires upgrading King Street and intersections between Stud Road and I Cleveland Road and construction of a new road between Cleveland Road and Princes Highway East including the necessary land acquisitions. A new intersection will be formed at the Princes Highway to connect King I Street with Robinsons Street.

The estimated cost of this project is $5.5M of which approximately $4.0M I will be required for land acquisition.

Robinson Street Extension I Robinson Street forms the current western boundary of the Dandenong CBD and extends from Princes Highway East in the north to Foster Street I and the Dandenong public transport interchange in the south. Council's current proposal is to link Robinson Street to Cheltenham Road requiring a grade separated crossing of the railway line. The proposed I alignment of the crossing is to connect with Cheltenham Road at Station Street rather than Hammond Road in order to minimise the possible use of Robinson Street as a bypass for industrial traffic from Dandenong I South. The estimated cost of this project is $12M.

I Foster Street Widening The section of Foster Street between Thomas Street and Lonsdale Street forms part of the CAD ring road. This section is narrow and because of I the relatively short distance between the Thomas Street and Lonsdale Street, intersections is very congested. I I It is proposed to widen this section of road to improve access to the CAD and the level of service for movements between Cheltenham Road and I Stud Road, including reducing delays to bus services. The estimated cost of this project is $5.5M, which includes $5M for land I acquisition. Cheltenham Road/Hammond Road Intersection This important intersection is located adjacent to the Dandenong CAD I and provides a number of functions: o access to the Dandenong CAD via Foster Street; o primary access to the South Dandenong industrial area; and I o access to the east and north via Cheltenham Road and Stud Road respectively. I I SINClAR KNIGHT MERZJNEIR CONSORTLM 5R046.102.BJF:mbm:7/6/95 54 I I I I

It is proposed to realign the Hammond Road leg of the intersection. I including capacity improvement at the estimated cost of $1M.

Plunkett Road Duplication I Plunkett Road and McRae Street provide alternative access (to Lonsdale Street) to the Dandenong CAD retail precinct from the east. McRae . Street has previously been duplicated over a major portion of its length I with the section of Plunkett Road from the Dandenong Creek to Princes Highway East still to be completed.

I The estimated cost of this project is $1.5M including approximately $1M for land acquisition. I Claw StreeVLonsdale Street Intersection Improvements This intersection currently provides the gateway to the CAD from the north. The intersection is operating near saturation, particularly during I the evening peak period. An intersection upgrade is proposed, including improvements to service road connections. The estimated cost of this project is $200 000.

I Greens Road Duplication The Greens road/Hutton Road/Governor Road link has provided much improved access to the South Dandenong industrial area. This link I provides a connection between the South Gippsland Highway and Nepean Highway and some relief to the parallel alternative. Cheltenham I Road. The importance and usage of this road is reflected in the severe congestion now being experienced on the two lane section of Greens I Road between the Frankston-Dandenong Road and the South Gippsland Highway, with access difficulties being experienced from adjacent industries. The section includes an at grade rail crossing. With I electrification of the rail service to Cranbourne and increased service frequency, delays to traffic on Greens Road will increase. I It is proposed to duplicate Greens Road between the Frankston Dandenong Road and South Gippsland Highway including grade I separation of the railway line. The estimated cost of this project is $5M. Pound Road Extension To provide improved accessibility in the South Dandenong industrial area south of Greens Road and improved linkages between Hampton Park I and the Frankston-Dandenong Road. the Pound Road extension is proposed. This project extends Pound Road from the South Gippsland I Highway to Abbotts Road. I I SINClAR KNIGHT MERlJNEIR CONSORilJM 5R046.to2.BJF:mbm:7/6/95 55 I I I I

I The proposed extension will not only improve east-west connectivity but will also open up a large area of land for industrial development. The road will be constructed from developer contributions through grade I separation of the rail crossing will require alternative funding, estimated to be $5M.

Westernport Highway (Dandenong-Hastings Road) I Within this part of the region, the Dandenong-Hastings Road provides links between the Hastings Port and developing industrial area, Dandenong CAD and the south Dandenong industrial area. There are I increasing freight movements on this road and with increasing rail services to Cranbourne. a road-over -rail grade separation south of the I South Gippsland Freeway/Highway interchange is required. The estimated cost of this project is $SM. Detailed design of the I overpass is currently underway. 32 Caulfield Employment Node The opportunity to develop the nascent commercial and educational I precinct surrounding Caulfield Railway Station should be seized to provide a focus for the strong growth of business and education services occurring in the area. This area is one of the few in the Region that is I reasonably accessible by public transport. The project at this stage will require the development of a strategy plan for the business centre. Refer I Figure 4.9. 3.3 Glen Waverley The aim of this project is to enhance and further develop the role of Glen Waverley as a major regional commercial centre, particularly as a I transport interchange centre for the central eastern suburbs. The Glen Waverley station has the second highest usage of any suburban railway station in Melbourne (second to Box Hill). The centre is strategically I located at the end of the Glen Waverley line and hence draws on a substantial area of the central ea.stern suburbs both through private vehicle access and through bus feeder networks. This capacity could I be further enhanced by up grading the station and the transport interchange function of the existing facilities, including extensions to bus I bays, kiss-and-ride, and park-and-ride facilities. The centre also has a comprehensive structure plan which provides scope for a major employment node through office development I adjacent to the station and the retail precinct. This office development will compliment the major expansion of the retail role of the centre currently underway with the construction of the David Jones Department Store and I associated specialty shops which will substantially increase the retail floor area of the centre. To fully realise this potential a ring road needs to be completed around the eastern side of the centre. Substantial parts of I this road have been completed but completion is dependent on

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Q ~ a:: (§ ~ z 0 0 a::: a:: L.U I 0 ~ 0 a::: 1- :J Ill I Encourage Serv1ce Sector Employment I

Transport Interchange

/, ~ -- ..._ =-- - ...... It ----'- ..... " I I \ I \ I I I \\ J I \\ I I '' I, '',,, IJII ' ' "...... __....,, Caulfield I Racecourse I I I I I

MEUOUJIINii MtmtOPOUTAII STMTEGIC IJIFJIIASTIIUCTUJIIB STUDY FIGURE 4.9 SOU11t I!AITEJIIN RliGION , .. I CAULFIELD EMPLOYMENT NODE SINCLAIJIIICNIOHTMERZINIIIJIICONSOATIU.______. I I I I I

I relocation of the station. Thus any upgrading of the station and construction of enhanced and expanded transport interchange facilities need to part of a relocation program so that the full potential of the centre I can be realised. Refer Figure 4.10. A detailed feasibility analysis has been completed. I Key components of this project are: 1. Relocation of the station to the west of the existing site as a I modern station with major interchange facilities. 2. Completion of the ring road around the east of the centre.

I 3.4 Frankston The aim of this project is to enhance and further develop the role of Frankston as a major regional Activity Centre for leisure and recreational I uses as well as being a centre for retail, commercial, civic and educational activities. The centre is currently the most southerly major activity centre on Port Phillip Bay. The Bay is highly accessible from the I centre and through urban design improvements and the construction of regional recreation and leisure facilities the scope exists to develop a I major focus of activity on the Say. Refer Rgure 4.11. Key components of this project are: I 1. Safe boat harbour and redevelopment of the Kananook Creek Mouth - Frankston Southbank development I 2. Regional boat launching facilities at Oliver's Hill 3. Reconstruction of Kananook Creek retaining walls

I 4. Development of pedestrian, public transport and cycle links between to Bay, the station and Frankston campus of Monash I University 5. Transport interchange at the railway station. Note that the station loop is one of the few sidings at which long freight trains can be I held between the CBD and Westernport. I 42.4. Develop the Monash Precinct 4.1 Reinforce the Monash Technology Precinct and Diversify its Base I Within this project we have identified the following sub-projects: 4.1.1 Conference/Convention/Exhibition Facility 4.1.2 lndustry/Business.Education Networking I 4.1.3 Monash Precinct- Public Transport Access

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CoLEM_ I JqNp-4 ~4DE I I I I I I I I I

Ml!IJIOUIINI! METIIOPOUTAN STIIATEOIC INI'IIASTWUC'T\1111! ST\IDY FIGURE 4.10 IOUTM EASTEIIN !lEGION 1- GLEN WAVERLEY TOWN CENTRE I POSSIBLE ACnONS I I I I I. I I i I I I I PORT PHILLIP BAY I

I Frankston 'Southbank' Development I I

i Develop Regional I I Boat Launching

Bay to Monash University I ( Frankston Campus ) and Railway Station Link I I I I I

MELIOUIIIII METIIOPOUTAH IT'ItATEQIC IIIFMIT11UCTURE :STUD'I FIGURE 4.11 SOUnl EAIT'IItllltEQIOM 1111 POSSIBLE IMPROVEMENTS TO FRANKSTON TOWN CENTRE I SINCLAIR IOIIGHTMI!RZIIII&IRCONIIOflllU,..______..-J I I I I I

I 4. 1.4 Review of Regulations Constraining Site Development 4.1.5 Urban Design Initiatives I Figures 4.12 and 4.13 develop concepts· tor a new invigorated Monash precinct. I 4.1. 1 Conference/Convention/Exhibition Facility A conference/convention facility of up to 300-500 person capacity to cater for all but the largest gatherings. It would be flexible in its configuration, but able to provide a large space for plenary sessions, or a I variety of smaller spaces and break-out rooms depending on the particular requirements and multi-use.

I It should include up to 500 sq. m. of exhibition space or at least space which could offer exhibition space as one of its uses. The incorporation of exhibitions into conference proceedings has become an increasing I trend in recent years. particularly in the high-tech commercial/semi commercial market which could be targeted.

I A full feasibility study would be required to determine the most appropriate size and scope of the facility to best attract the desired market segment, (primarily targeting those gatherings which reflect the I innovation and knowledge-intensive image desired for the Monash Precinct). I 4.1.2 Industry/Business/Education Networking There are a number of elements to this concept which include: o Development of Technology Transfer Institutes where university academics and industry experts work side by side to develop I university inventions/discoveries to the point of commercialisation. These would provide technology-related industries with access to Research and Development facilities. project management skills I and university expertise.

D Development of an Incubator Centre to support the formation of I start up companies for the commercialisation of university technology and to assist new local businesses.

I D Forging of more and broader links with industry and business throughout the technology precinct and across the region through I the Monash multi-campus structure. D Forging of more strategic links with secondary schools and other education institutions throughout the region, using the Monash I multi-campus structure. I

I SINClAR KNIGHT MERZINEIR CONSOR1'UJI 5R046.102.BJF:mbm:7/6/95 58 I I

····------·-·-·····--·--·--- ··-·------··. ----- I =LE=GEN==D ______--~

I * GATEWAYS ~ BOULEVARDS I =NEW URBAN PRECINCT ~ POTENTIAL CHANGE ~ AREA MEDIUM DENSITY I HOUSING . f:: :·.:J OPEN SPACE

TECHNO CENTRE I ® -EXISTING & POTENTIAL TECHNO CENTRE 0 -POTENTIAL I SHUTILE TRANSIT '• • •• SYSTEM

I LINK TO GLEN WAVERLEY I DISTRICT CENTRE ·o I '<:t" 0 Q:' I A ~ I ! I I I I I I I

AGURE4.12 I 11/QNASH "TECHNOLOGY PRECINCT g~~~~~~~·------__j I I I I I

I 2. Development of a new urban precinct around the Blackburn Road/Wellington Road intersection which would provide for apartments, shops, offices, restaurants and other urban centre I uses. 3. Encouragement of higher density dwelling development in the area opposite the proposed urban centre on the south side of I Wellington Road and along Clayton Road between Bayview Ave and Dandenong Road.

I 4. Facilitation of a shuttle bus transit system within the Precinct to tie in with up-graded public transport access to and from the area.

I 5. Review of the Monash Precinct Planning Scheme to ensure that the initiatives proposed in this study can be freely implemented.

I 4.2.5. Encourage Employment Growth in the North West of the Region

5.1 Redevelopment of Oakleigh/Huntingdale Industrial Area I This general part of the region has suffered significant loss of manufacturing jobs over the past few years. These job losses have occurred in an area where the occupational mix is substantially geared to I the manufacturing sector. where labour force participation rates are low and unemployment levels are high. A redevelopment plan focussed on the extensive Oakleigh-Huntingdale industrial estate (located near the corner of Huntingdale and North Roads) is needed to help achieve the I revitalisation of the industrial area as a prospective employment base for manufacturing, rather than for less employment-intensive activities.

I The project initially requires a detailed assessment of the locational . strengths and weaknesses of the area, both site-specific and in the broader regional context (e.g. lot size and site access versus access to I major arterial roads). This assessment needs to develop specific plans for redevelopment. which might range from site consolidation to arterial road improvements and area beautification and might include measures I to assist employment and output growth in existing businesses in the area (e.g. under NIES; DEET).

I 42.6. Increase Educational Access

6.1 Increased Education Access I The project aims to improve the understanding of industry needs in the education sector through a formal schools and local industry linkages. The activities may include talks in schools, local industry based I excursions, work experience and curriculum development assistance. I I SINClAR KNIGHT 11.&7/NIEIR CONSORTl.M 5R046.102.BJF:mbm:7/6/95 60 I I I I

I 4.1.3 Develop the Monash Precinct - Public Transport Access The major elements of this project are: o Improve bus access by: I matching bus and rail timetables; enhance reliability of intermodal connections; review routes to better service the student population; provision of express services from high volume areas; I provision of additional week-end services; . actively marketing the up-graded services.

I o Review fare zones and bus service zones to provide a better service and encourage greater usage.

I o Provide an adequate bus/rail interchange at Huntingdale Railway Station.

I D Investigate the feasibility of a fixed rail link between Huntingdale Railway Station and the Monash University Clayton Campus which I would serve other passenger generators in the area. 4.1.4 Review of Regulations Constraining Site Development A number of facilities previously identified as lacking from the Monash I precinct, such as a conference/exhibition centre. hotel/restaurants and/or recreational facilities open to the public, would be best provided by the private sector. In some cases the optimal location would be on the Monash University campus itself. The legislation which established the I university places constraints on the disposal of university land and the period over which land may be leased. These constraints may no longer I be appropriate if the economic potential of the area is to be realised. 4.1.5 Urban Design Initiatives The Monash Precinct lacks a widely recognised area focus. The I university itself does not at present fulfil this role as it is too dispersed within its campus to provide a sense or image of a central place. Urban design initiatives can compensate for this to a large extent and the I precinct would benefit from an enhancement of its physical form which linked its disparate elements and provided a unifying theme.

I Key components of an appropriate urban design treatment are shown on Figures 4.12 and 4.13 and could include:

I 1. Full implementation of the existing Monash Precinct Land Use Policy guidelines for boulevard treatments. including special plantings, on the nominated roads, along with gateway treatments I at the points shown on the above Figures. I

I SINCLAR KNIGHT MERlJNEIR CONSORTlJM 5R046.102.BJF:mbm:7/6/95 59 I I I

I APARTMENTS ------+

APARTMENTS/----~ OFFICES

LOCAL OFFICES /---+- PUBLIC SHOPS TRANSPORT

I CREATING AN URBAN PRECINCT I

I MATCHING GATEWAY BOULEVARD TREATMENTS PLANTING ALONG flags I signage /landscape I MAIN AXIAL ROUTES AT EACH KEY ENTRY I

I MONASH: ENTRIES I

IUUOUitH MET'ItOPOU1'AII STitATmiC INFitMTitUC1VR& STUD'!' FIGURE 4.13 sovnt EASTI!IUIItBIION , .. CONCEPTS FOR MONASH TECHNOLOGY PRECINCT lc;J SIIIC:t..AIIt KNIGHTMERZIIIIEiltCONICRTIUr.______I I I I I

I Also there is a need to increase the propensity of students from the industrial and growth areas to participate in higher level tertiary education. The problem is largely attitudinal rather than one of physical accessibility. This should also be helped by an industry in schools I program.

Only one major problem of physical access was identified. On the I Peninsula there is very poor accessibility to TAFE programs due to the distance and relatively infrequent public transport service. The provision I of a TAFE campus at Rosebud would meet this need. The education attainment and skill structure of the population in all but the Residential Inner East and the Industrial East sub-regions of the I South East are poorly matched to the likely growth in employment. This program would therefore cover most of the region.

I There are existing teacher industry interchanges but a comprehensive program of industry involvement in schools is yet to be established. I Work experience programs do address some of these issues. 4.2.7. Promote Sustalnability

I Z1W~rem~nDmm~eP~~ 7. 1. 1 Westernport Bay Stormwater Treatment Facilities. Construction of five large stormwater treatment facilities in association I with retarding basins and potential stormwater reuse facilities to protect Westernport Bay from further deterioration of its sea grass beds and of the adverse impacts caused by turbid runoff from development sites in I the Cranbourne, Berwick and Pakenham growth areas. · 7.1.2 Upgrading of Bunyip Main Drain from Cora Lynn to lona To improve the current low level of flood protection in the Koo Wee Rup I farming areas and reduce sedimentation in Westernport Bay by upgrading the Bunyip Main Drain from Cora Lynn to lana.

I 7.1.3 Integrated Airport and Water Re-Use Treatment Facilities To investigate the feasibility of combining possible future airport and I stormwater re-use/treatment facilities. 7.2 Waste Water R~Use The re-use of effluent from the Eastern Treatment Plant and other I treatment plants in the area to the Cranbourne and Koo Wee Rup vegetable growing areas. These areas provide a valuable food resource I for Melbourne and significant export income. I

I SINClAIR KNIGHT t/lRlJNEIR CONSOR'IUv1 SR046.102.BJF:mbm:7/6/95 61 I I I I

I Existing uses and future opportunities in the vicinity of the Eastern Treatment Plant and along the South Eastern Outfall include the following:

o vineyards I o golf courses o tree plantations o horticulture establishments I o market gardens o racecourses o dairy pastures I o council playing fields and review o large acreage homes

I 7.3 Bayswater Urban Village The Bayswater Urban Village project is one of eight sites being investigated to demonstrate ways to reshape our cities to use less I energy, reduce greenhouse emissions and create more livable places. Initial concepts for Bayswater indicate opportunities attractive to private I developers. Bayswater Shopping Centre is at the intersection of Mountain Highway and the Belgrave Railway line. The area is characterised by a very I dispersed retail centre with an oversupply of floor area. mostly or poor quality, single family houses about thirty to forty years old, again most of poor quality, much underutilis«~d and vacant space, and a surfeit of I carparking spaces. The centre of the retail area contains large, potential development sites, I mostly owned by Knox City Council and the Public Transport Corporation. The Urban Villages project is working with the Knox City Council and the local community to develop an agreed concept plan for the area within I 400 metres of the Bayswater Station. The concept plan will demonstrate how more residences, workplaces and community facilities can be added to the site over time to make it both more energy efficient and more I livable.

At the moment, the design consultants have developed three alternative I concept plans. A preferred plan is shown in Figures 4.14 and 4.15. These may be radically modified in light of community and municipal comments to create the final concept. As such, it is too early to suggest I particular infrastructure projects to be funded or subsidised. However, projects likely to be part of the final proposal include: I the relocation of the PTC commuter carpark; the creation of an integrated bus interchange and retail building at I the station; I SINClAR .KNIGHT PJERlJNEIR CONSOR1lJM 5R046.102.BJF:mbm:7/6/95 62 I I I I ------._ G.! ,... I ;______..

".\R 1 '&R'IIIIf~ I []·:,

I -··-·--· I I I I I I 1. RETAIL CORE 8 COMMUNITY FACILITIES

I 2. COMMUNITY SERVICES 9. REDEVELOPMENT SITE I 3. HOUSING AND RETAIL 10. LIGHT INDUSTRY 4. PERIPHERAL SALES 11. LIGHT INDUSTRY

I 5. HOUSING AND OFFICES 12. MEDIUM DENSITY HOUSING

6. MEDIUM DENSITY HOUSING OR 13. SCOUT HALL I RETIREMENT VILlAGE

7 BAYSWATER HOTEL I REDEVELOPMENT AS REGIONAL I ENTERTAINMENT CENTRE

MI!LBOUIINE METROPOLITAN STIIAT£GIC INFRASTIIUCT\JRE STUOV FIGURE 4.14 I SOUTH EASTERN REGION 1- BAYSWATER URBAN VILLAGE I [:..1 SINCLAIR KNIGHT MI!IU:/NIEIII CONSORTIUM ______P_LA_N ______--'

I I I I I I '*''~_':_~ I I~. __ ,.,.._ I I I I .,.! ..,. I ?

, I Tt+E i=UTDJ?..E C?F BA'(SWAT~ VI L-£-~~ l-1 \)IN & II I I I I I

llllaaollltNE MEnlOIIOUTAN STWATEGIC INFitAITRUCT\IRE STUDY SOIITM EASftRN RIIOION , ... FIGURE 4.15 I[;J BAYSWATER URBAN VILLAGE I stiiCl.AIR ..:NIOHTMERZt NJIIR c;oNsatmuM ______.:.;A:..:.Rn:..:.s:;..;T;..;:S...:.:IM~P:...:.R.:::E:.::S;:.;SI:.;:.O:..:.N ______..j I I I I

extensive new apartment and townhouse developments on vacant I lots; rebuilding Mountain Highway to facilitate pedestrian crossing within the retail area; and I the relocation of several community facilities into the centre from a large municipality owned lot on the corner of Mountain Highway and Scoresby Road and the subsequent development of this lot I into commercial uses.

7.4 Greening the South East I The project is directed at the enhancement of the physical environment of the south-eastern region to create a more pleasant and harmonious setting for those who reside in the area as well as those who traverse the I tourist routes throughout the area.

7.5 Sandbelt Open Space Development (Chain of Parks) I A chain of parks has long been envisaged as the end use of a belt of land between Heatherton and Dingley from which extensive sand deposits have been extracted. Land fill has followed sand extraction to I fill the sand pits and restore the land levels for subsequent recreation use. This vision is now becoming realty under the Sandbelt Open Space Project Development Plant.

I The plan provides the framework for a strategic open space/tourism/leisure project of metropolitan significance. based on a 10 km chain of open space activities. The project covers approximately I 1 060 ha stretching from Warrigal Road. Heatherton to Springvale Road, Dingley.

I The plan propose a core of publicly owned land forming a 345 ha spine of public access land. linking other public and private sector recreation I facilities in the sandbelt. The Development Plan proposes:

acquisition of 170 ha mostly disturbed by sand extraction and owned by sand producing or landfill operating companies; I incorporation of Braeside Metropolitan Park and other conservation and recreation parks in the area; I six broad themes - Regional Parkland. Outdoor Adventure/Education. Golfing, Equestrian Activities. Conservation parkland and Family/Fun/Theme Park Activities;

I a major regional parkland at the Warrigal Road end of the chain, and Braeside Park at the other end of the chain. as the focus for I the Conservation Parkland theme; I SINClAR KNIGHT WDZ/NEIR CONSORTlJM 5R046.102.BJF:mbm:7/6/95 63 I I I I

I central pedestrian and bicycle trails/shared footways over the 10 km length of the chain. Secondary trails and linkages to the surrounding communities are identified. An 8.5 km horse trail is proposed, extending from the regional park to Rowan Road. I Dingley;

The Development Plan has been approved by the Minister for I Conservation and Natural Resources and implementation is underway at I the western end of Karkarook Park. I

I I I I I I I I I

I SINCLAR KNIGHT MERZ/NEIR CONSORTIJM 5R046.t02.8JF:mbm:7/6/95 64 I I I I 5. Project Assessment I In the previous section, an assembly of strategic packages of mutually supportive projects and programs have been developed and put forward as important elements in supporting the regional economic strategy for I the South East region. 5.1 Assessment Process

I The assessment of projects and programs has been undertaken in terms of three broad sets of criteria:

I A. Project Criteria; I B. Implementation Criteria; and C. Regional Criteria

I The first and second group are not regionally specific, and the South East and North West study teams have coordinated their evaluation framework to ensure that the same criteria have been used by both I studies in groups (A) and (B). The issues in group (C) are specific to each region. I Estimation of performance against a number of relevant criteria in each group for each project has allowed the compilation of a Planning Balance Sheet. Table 5.1 outlines the criteria adopted and related performance I. criteria which, together. form the basis of the Planning Balance Sheet.

To enable a comparison of projects, the following rating system (-3 to +3) I for performance criteria was adopted: -3 Extremely poor -2 Very poor I -1 Poor 0 Neutral +1 Good I +2 Very good +3 Excellent

I I Each consultant group on the South East study team scored each project and program using the above system. The detailed Planning Balance Sheet for each project is shown in Appendix L. A summary of the I Planning Balance Sheet results, indicating the average ratings from the above consultant assessment for "All", "Project", "Implementation· and "Regional" performance criteria is shown in Table 5.2 with projects ranked I in the order of "All" criteria. The ranking of each project considering each criteria category is shown in Table 5.3. I

I SINCLAR KNIGHT ~EIR CONSORTIJM 5R046.to2.BJF:mbm:7/6/95 65 . I I I I

I Table 5.1 -Project, Implementation and Regional Criteria Project Criteria

Aspect Performance Criteria I Project Criteria Economic Measures Direct employment generation. Multiplier employment effects. I Investment effects: - direct investment levels required by project; - committed subsequent investment levels; I - future additional investment resulting from the subject project; - attraction for international investment; I - contribution of international export income. Facilities and Services Type and qualities of new facilities to be addedfimproved. I Environment and Amenity Net effect on natural environment and amenity. Improvements to the supply of public open space. Improvements in access to public open space. Improvements to the metropolitan pedestrian and cycle I network. Accessibility Extent to which the project improves accessibility: I - local, regional, metropolitan, national and international; Improved Public Transport Improvements to the public transport services and access Choice to the public. I Livability Improve range and diversity of living, recreational and working environments. Enhancement of heritage environments. I Enhancement of social and cultural diversity. Risk and Contingency Dependency of the subject project on other projects. Extent to which the strategic framework is dependent on the subject project. I Worse case scenario evaluation if the project proceeds. Implementation Qiteria Planning Processes Absence of practical barriers to implementation. eg. land I release timing, ownership status, availability of utility services, etc. Funding Sources Financial cost. I Potential for attraction of private sector funds. Community Acceptability Degree to which support/opposition anticipated. I Organisational Capacity Compatibility with existing and new organisational structures I • and planning processes. ' I I

I SINCtAR KNIGHT ~Rl/NEIR CONSORTU.1 5R046.to2.BJF:mbm:7/6/95 66 I I I I

I Table 5.1 -Project, Implementation and Regional Criteria (contd) Pro)ectCrlterla

Aspect Petfcnnance Criteria I Regional Criteria Advanced Industry Effect on growth of technology and advanced industry centres. I Centres Access to Education Improvement in access (in broadest sense) Value-added Activity Effect on efficiency of value-adding activities. I Visitor Facilities Improvement in facilities. Greater Economic Self- Degree to project is likely to improve retention within region of I Containment regional income. Protection of Natural Extent of protection afforded. Assets I Guided Access to Benigness of impact on natural assets. Natural AsSets Connectivity to National lmprovP.rrent in such connectivity. I and International · Networks High Accessibility of Improvement in accessibility of centres for catchment areas. I Major Activity Centres Themes for Socia- Extent to which local themes might emerge. Cultural Image I Variety in Choice of Degree of increase in choice. Housing, Transport and Lifestyle I Infrastructure Basis for Degree of correspondence with physical vision for region. Long-Term Regional I Structure I I I I I I SINCtAR KNIGHT MERlJNIEIR CONSORTU.1 5R046.t02.BJF:mbm:7/6/95 67 I I

I Table 5.2 ·Project Ratings Ranked by 'All' criterea

Project Project cost criteria I Rank Number Desciption ($M) All Project Imp ln. Region 1 1.1 City Bypasses 1700 48.0 27.0 7.5 13.5 2 4.1 Monash Technology Precinct 15 44.8 21.3 4.5 19.0 3 3.2 caulfield Employment Node 25 40.4 23.0 1.6 15.8 I 4 3.1 oandenong centre 65 39.3 25.3 0.3 13.7 5 6.1 Increase Education Access 5.5 37.3 16.8 6.8 13.8 6 1.6 Information Technology 10 36.0 20.0 3.0 13.0 I 7 5.1 Oakleigh/Huntlngdale Redevelopment 30 34.8 21.2 1.2 12.4 8 7.2 waste water Reuse 41 34.0 19.0 4.0 9.0 9 1.3 Airport Rail Link 150 33.4 20.8 0.8 11.8 10 2.2 Program of Congestion Relief 47 33.3 19.0 3.3 11.0 I 11 3.3 Glen waverley centre 20 33.0 18.3 4.0 10.8 12 7.3 Bayswater urban VIllage 5.1 33.0 20.2 2.4 10.4 13 2.3 General Public Transport Upgrade !ram 1055 32.4 20.4 3.0 9.0 I 14 7.1 westernport Drainage ProJects 33 30.8 18.0 3.3 9.5 15 1.4 standard Gauge Rail to Hastings 100 28.8 19.0 0.3 9.5 16 7.4 Greening the south-East 26 28.7 15.0 5.0 8.7 17 2.4 Bicycle Path Network 25 28.3 16.0 3.7 8.7 I 18 3.4 FrankSton centre 27 23.0 15.3 1.0 6.7 19 1.2 Hallam Bypass 90 21.0 10.4 5.0 5.6 20 7.5 sandbelt open space 35 19.7 12.7 0.0 7.0 I 21 1.7 NE Link, Metropolitan Ring Road 850 14.8 12.2 -3.6 6.2 22 1.5 Reserve Airport Footprint so 10.3 4.7 1.7 4.0 I 23 2.1 scoresbY. Transport corridor 540 8.5 6.3 1.5 0.8 I Table 5.3 ·Project Ranking by criterea Project Project cost criteria Ranking Number Desciption ($M) All Project 1mp1n. Region I 1.1 City Bypasses 1700 1 1 1 5 1.2 Hallam Bypass 90 19 21 3 21 1.3 Airport Rail unk 175 9 6 19 8 I 1.4 standard Gauge Rail to Hastings 100 15 10 21 12 1.5 Reserve Airport Footprint 50 22 23 14 22 1.6 Information Technology 10 6 9 11 6 1.7 NE Link, Metropolitan Ring Road 850 21 20 23 20 I 2.1 scoresby Transport corridor 540 23 22 16 23 2.2 Program of congestion Relief 40 10 11 9 9 2.3 General Public Transport Upgrade !raill 1050 13 7 12 14 I 2.4 Bicycle Path Network 25 17 16 a 16 3.1 oandenong centre 41 4 2 20 4 3.2 caulfield Employment Node 25 3 3 15 2 3.3 Glen waverley centre 20 11 13 6 10 3.4 FrankSton centre 22.8 18 17 18 19 4.1 Monash Technology Precinct 45 2 4 5 1 5.1 oakleigh/Huntlngdale Redevelopment 30 7 5 17 7 6.1 Increase Education Access 5.5' 5 15 2 3 7.1 westernport Drainage ProJects 33 14 14 10 13 7.2 waste water Reuse 20 8 12 7 15 7.3 Bavswater urban Village 5.1 12 8 13 11 I 7.4 Greening the south-East 26 16 18 4 17 7.5 sandbelt open space 35 20 19 22 18 I I 5R046PR2.XLS I I I I

A summary of the top 10 ranked projects within each category of criteria I including "All" criteria is shown below in Table 5.4. I Table SA- Top lOProjectSummary Projects By Criteria

Rank All Project Implementation Regan I City Bypass City Bypass City Bypass Monan 2 Monash DO"ldenong Education COJ!fleld I 3 Crulfleld Cru!fleld Greening Education 4 Dcndenong Monalh Hdlan Bypass DO"ldenong 5 Education Oak/HLntingdde Monash City Bypass I 6 Telecom Airport/Rei! wrsewater Telecom 7 Oak/HLnfingdde Rdl UpgrOOe Glen WCNe~ey Oak/HLntlngdde I 8 Woste Water Bayswater Bike N/W Airport/Rei! 9 Airport/Rail Telecom Cong Relief Cong Relief I 10 Cong Relief Woste Water Stoonwater Glen Wr:Ne~ey The City Bypass, Monash Precinct. Dandenong and Caulfield Centre I projects and the education project are ranked highly on most criteria. Figure 5.1 shows graphically, the projects and programs ranked by rating of "All" criteria with costs also indicated. Figure 5.2 combines both cost I and rating to provide the following grouping of projects. A. Lower Cost (<$50 million)n-tigher Rating 4.1 Monash Centre I 3.2 Caulfield Employment Node 6 Education Access Program 1.6 Telecommunication Projects I 5.1 Oakleigh/Huntingdale Redevelopment 7.2 Waste Water Reuse 2.2 Congestion Relief Program I 3.3 Glen Waverley Centre 7.3.1 Bayswater Urban Village I 7.1 Stormwater Treatment B. Greater Cost (>$50 million)/Higher Rating 1.1 City Bypasses and SE Arterial I 1.3 Airport Rail Link 2.3 Rail Capacity Reliability Upgrade I 3.1 Dandenong Centre C. Lower Cost (<$50 million)/Lower Rating 7.4 Greening Program I 2.4 Bicycle Path Network I SINClAR KNIGHT MERlJNEIR CONSORTlJM 5R046.102.BJF:mbm:7/6/95 68 I r-~~------1

I lEGEND

1.1 City Bypasses 3.:: Caulfield Employment N~de I 1.2 Hallam Bypass 3. 3 Glen Waverley Centre 1.3 Airport ·Rail Link l.4 - Fr~nketon Centre 1.4 S.G. Rail to Hastings 4.1 Mona,;h Technology Prer.inct I 1.5 Ro.t>torv" Ait·port Footpt· int 5.1 O~kl~Lqh/HuntLngdale R~deve1. t ... Inform~tion Technology 1.7 NE Link, Metro. R.lng RoJ.d '1 .1 Westernport.. Drainage Projects I 2. 1 - Scot·esby Transport Corridor 7.2 - WaDte Water Reuse 2.2 Program of Congestion Relief 7.3 - Bayswater Urban Village 2.3 -General PT Upgrade (rail) 7.4 - Greetlirtg the South-East I 2.4 Bicycle Path Network 7.5 Sandbelt Open Space 3.1 Dandenong Centre I I 10000 ' 50.0

I lllllllllllllllosts - 45.0

- 40.0 I I --+--aatings I 1000 r I I 35.0 I I ! I I I i Ill !!' I c: I ..... 100 25.0 .. 0 u = I . 20.0 j I I 10 t I I 10.0 ! I .:. 5.0

,, , I .., ·" 0.0 ~ "! ~ "! .l...... ~ ...... ; ...; I ..... N ... ,..; ..... Project Number I I

ME\.BOURNE MSTROPOUTAN STIIIATEGIC INFRASTRUCTURE STUDY FIGURE 5.1 SOUTH EASTERN REGION 11M I PROJECT RATINGS AND COSTS SINCLAIR KNIGHT MERZI NIEIR CONSORTIUMI ______, I I I

I lEGEND

l.L- City Bypasses 1.2 - Caulfield Employment Node I 1.~ - Hallam Bypaea 3.3 Glen Waverley Centre 1.3- A1rport Ra1l Link 3 .1 li'r-l.nkt>t.on Centre l.4 - H.G. Rail to Hastings ·I . l - 11cmaoh TP-r.hnolovy Pr.,cinct I 1.5 - Reserve Airport Footprint S.1 Oakle•gh:'Huntingdale Redevel. t.t; Information Technology ~-1 - Tncr.,aac Education Access

1.'7 - NE Link, Met.ro. Ring Road 7.1 - WP.aternport Drainag~ Projects I 2.1 - Scoresby Tranaport Corridor 7.2 Waste Water Reuse 2.2 Program of Congeation Relief 7.3 - Bayswater Urban Village 2.3 -General PT Upgrade (rail) 7.4 Greening the South-East I 2.1 -Bicycle Path Network 7.5 Sandbelt Open Space 3.1 - Dandenong Centre I I

I ---.------=----.,....------.. ______. I B I I I I ... --...... I 1.7 D ~.1 I

I 1000 . 10000 I

MELBOURNE MI!TROPOLITAH STRATEGIC INFRASTRUCTURE ST\IDY FIGURE 5_2 I SOUTM EASTERN REGION 11111S PROJECT RATINGS VERSUS COSTS

SINCLAIR KNIGHT MllRZINIEIR CON~TIUM ______. I I I I I

I 3.4 Frankston 7.5 Chain of Parks ·1 .5 Reserve Airport Footprint

I D. Higher Cost (>$50 million )flower Rating 1.4 Standard Gauge Rail to Hastings 1.2 Hallam Bypass I 1.7 NE Link, Metropolitan Ring Road 2. 1 Scoresby Transport Corridor

I Group A represents a range of projects incorporating each of the regional strategy elements. Centre developments feature strongly, along with education and telecommunication projects and a number of I sustainability projects. The congestion relief program is the primary transport project with other transport projects being included within the I centre development projects. Group B includes the higher cost projects, all of which are primarily transport based. The City Bypasses and theSE Arterial upgrade are I committed projects with the Airport Rail Link being seriously considered. The Rail Capacity/Reliability Upgrade project comprises four sub projects, three of which, if they had been rated separately, would be I likely to fall into the Group A projects. Upgrading the rolling stock to double deck trains would remain in Group B because of the high cost. Double deck carriages are currently being trialled on sections of the Melbourne network. Upgrading the rolling stock with more reliable and I higher capacity trains is considered desirable within a rolling implementation program over the next 10 to 15 years.

I Similarly, the Dandenong Centre action plan comprises a sub-set of projects which, if considered separately, would be included in the lower cost Group A. For example, the streetscaping project is valued at $2M I and its early implementation is highly recommended.

Sustainability projects feature strongly within the Group C projects. The I lower rating of the sustainability projects possibly reflects the passive recreational nature of these projects, and therefore, the perception of not having as significant economic benefits. The Frankston projects are seen I as being desirable for Frankston, but possibly not as important as the proposed projects for centres in Group A. The Frankston centre would be seen as being relatively well off in terms of new development and I transport projects when compared with other centres. In Group D, the Hallam Bypass and Standard Gauge Rail to Hastings I projects would be valuable projects for the region, but are not currently seen as a high priority. However, the NE Link- Metropolitan Ring Road and the Scoresby Transport Corridor projects are seen from the transport I perspective as being very important projects. The NE Link project to

I SINClAR KNIGHT MERZ/NEIR CONSOR1lJM 5R046.102.BJF:mbm:7/6/95 . 69 I I I I

I improve external connectivity and Scoresby to improve intraregional activity. The study team has rated these projects lowly because of the expected environmental and implementation difficulties associated with the NE Link and due to concerns about the possible implications for I urban form and environment. associated with upgrading the Scoresby Transport Corridor. The study has recommended Environment Effects I Studies for these projects. The transport benefits and some strategic urban form issues related to the Scoresby Transport Corridor are raised in a discussion on regional I road access requirements in Appendix M. I 52 Relationship to Strategic Framework The relationships between projects and the seven economic development strategy elements are shown in Table 5.4. The table indicates that I projects and programs packaged to strongly support a particular strategy element also provide support to other elements of the strategy. I 5.3 Project Program and Costs Table 5.5 provides a possible program for implementation of the projects and programs put forward. The costs indicated are estimates of 1995 I dollars either obtained from agencies responsible for the projects or estimates by study team members based on experience of similar I projects. · Excluding the City Bypasses project. the estimated total cost of the 15 year program is 1.84 billion dollars. This represents an annual average I expenditure of $123 million. I I I I I I I SINClAIR KNIGHT MERZ/NEIR CONSOR'T1JM 5R046.102.BJF:mbm:7/6/95 70 I ------

South East 1. Improve External Connectivity Mel borne Metropolitan Area Strategic lnlrastructure

1.3 1.4 1.5 1.6 NOfth East Unk Economic Development 1.1 1.2 Slandard Gauge Rail Reserve S.E. Airport Information (Metropolitan Ring --~~~!~Y. ~·~~~!_ ___ ;;;;,;;:;;;,;.;.;.,&.,.,..,..,,;to T

I. Improve External Connectivity

JJ JJJ J

J ---·-··-···-·-JJJ.. - JJ .JJ JJJ Promote Sustainability

Table 5.4 - Project Support From other Strategy Elements ------... -

South East 2. Improve Intra-Regional Connectivity Melbome Metlopolltan Area Strategic Infrastructure

2.1 2.2 2.3.1 2.3.4 IEc:on,omlc Development Strateg Scoresby Corridor Third/Express Track Deck/Advanced 2.4 I------~E_I_em_enb~------~----~E~E~S~----t-~~~~~~-~-_J~~~~u~-oo~-+----~T~r!ai~n!s ____~~~~~~~~--~~~~~--~Bi~~~P~---

. Improve External Connectivity

Improve Key Urban Cenb'es JJ JJ JJ JJ JJJ JJ JJ Develop the Monash (Clayton) Precinct J JJ· JJ JJ Encourage Employment N.W. of the Region J JJ JJJ J ------·-- Increase Educational Access JJ J JJ J ------·-·------· ... -·---·--·--·--- ··- .. ···-···- ·-· -·· -.... ·- ·-· .. ·-·-- .. --·. ·-· -----·-·--·-· ·-·---·-····------·- . . Promote Suslalnability J JJJ JJJ JJ JJ JJJ

Table 5.4 - Project Support From other Strategy Elements ------

South East 3. Improve Key Urban Centres Melbome Metropolitan Area Sllateglc lnfrasllucture

3.1 Centre Action Plan 3.4 Frankston Centre 3.1.4 3.2 3.3 3.U 3.1.2 3.1.3 ShutUe Bus 3.1.5 Caulfield 3.4.1 Development Review CAD Cultural Centre Streetscape Public Road System Employment Kananook Creek

ElemeniB Structure Plan Node nt I

. Improve Exlefnal Connectivity JJ JJ JJ JJ J

Encourage Employment Growth N.W. ol the Region JJJ JJ

Increase Educational Access J J J ------. Promote Sustainability J JJ JJ J JJ J

Table 5.4 - Project Support From other Strategy Elements ------

5. Employment South East 4. Develop the Monash Precinct 6. Increase Educational Acoess in NWRegion Melbourne MetropoUtan Area Strategic Infrastructure

4.1.2 Review of 5.1 6.1 4.1.1 Industry/ 4.1.3 Regulations Redevelopment of Provision of 6.2 6.3 Conference/ Business/ Public Constraining 4.1.5 Oakleigh/ Technical Program of Professional Convention/ Education Transport Site Urban Design Huntingdale Industrial Training Secondary Occupations Exhibition Centre Network Access Initiatives Area Facitilies School Retention

J --·------·1------J JJ

Encourage Employment N. W. of lhe Region J J

Increase Educational Access J JJJ JJJ . Promote Sustainability JJ

Table 5.4 - Project Support From other Strategy Elements ------·------

South East Melbourne MetropoUian Area 7. Promote Sustainability Strategic Infrastructure

7.12 7. 1.3 7.2.2 7.1.1 Upgrading ol Integrated Airport KooWee 7.4.3 7.5 Stormwater Bunyip Main Drain and Water Reuse 7.2.1 Rup/Ciyde 7.3.1 7.4.2 Wildlile Sandbelt Open Economic Development Treatment l'rom Cora Lynn to treatment Cranbourne Agricultural Bayswater 7.4.1 Gateways and Corridors/ Spaoe Elements Facilities lona Facilities Market Gardens Land Urban lndust:ial Areas Boulevards Urban Forests

1. lmPfove External Connectivity ----··------· ---··-----·------

------·------··-· ------·----1------__ /I·-·-

------1------·------11------+---'--·--'--.:__-1------J JJJ --. ------JJJ J --·--·------+-··------1----·-----·------·1---.. ----·----·1------1--·----

. Increase Educational Access

. Promote Sustainability

Table 5.4 - Project Support From other Strategy Elements I I Table 5.5 ·South East Region Strategy Elements and supporting Projects, Program and costs I Project 95/96 99/0 4/5 9/10 I 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Strategy Element 3 - Improve Key Urban Centres (COntinued) I §11 caulfield employment node II $20M I ~======~ ,3.3.1L __c_l_e_n_w_a_v...;_e...;_r_le-..:v:...c_o_m_m_e_r_ci_a_I/ _ _J 1 Shopping centre 'I':":s2=-=o:-:-:M:-1I 3.4 Frankston Action Plan

I 3.4.1 Kananook Creek Bay-CBD Redevelopment I $16M I 3.4.2 station Upgrade & I Transport Interchange I S10M I I .....___3.4.3 say to Monasn link I SO.SM I

I strategy Element 4 - Develop the Monash Precinct ...... -- 4.1 Reinforce the Monash Technology I Precinct and Diversify it's Base 4.1.1 Conference/Convention/ Exhibition Facility I S6.5M I I 4.1.2 Industry/Business/ Education Networking I SO.SM I I 4.1.3 Public Transport Access I SS.OM I 4.1.4 Review of Regulations Constraining Site Development jso.osMI I 4.1.5 Urban Design Initiatives I S2.SM I D I I strategy Element s -Encourage Employment crowt~ in ·the North west I f5.1l Redevelopment of oakleigh/ L_j.___H_u;_.n_;t;_in-=g=-d_a_le_ln_d_u_s_tr_ia_l_a_r_e_a _ __. r:::-=-== ,....,-..;.....------, I

Planning I I Land AQuisition Wftd~~:r~~~?f7.rf.%#@ I mg~)j}jlf«-!:JJ&id#kr~!rk#,$'~ I

I Page 2 PROJECTS.XLS I I

I Table 5.5 - south East Region strategy Elements and Supporting Projects, Program and casts Project Year I 96/97 0/1 5/6 10/11 1 2 3 4 5 6 7 8 9 10 11 12 13 1415 All Projects, casts per Annum SMtvr I Excluding City Bypasses and Linksi$1.84Bjl35 96 111 135 11a 196 211 110 161 12a 120 93 91 91 921 1 strategy Element 1 - Improve Externa Connectivity ~~ City Bypasses and Links S1.7B r---: -~-~r------.....;._-----, I ~~ Hallam Bypass S90M ~~ Dandenong-Tullamarlne Rail Link $150M I30M I ~~ Standard Gauge Rail to Hastings $100M '~------~ ~~ Reserve SE Airport Footprint I SSOM I ~~ Information Technology I $10M ~======~ I ~~ NE Link· Metropolitan Ring Road I S1.5M

strategy Element 2 - Improve lntraregianal connectivity I ~~ Scoresby corridor EES II SO.SM 1~..-~_;__....,...-----:----'--.;.------.....J ~======~ 12.211 Program of Congestion Relief II S47M I ;;:;:::== 1 2.3 Public Transport Upgrade 2.3.1 Third Express Track to Ringwood I $100M I I 2.3.2 New Double Deck/Advanced Trains I $900MI 2.3.3 Key Station Upgrade I $25M I 2.3.4 caulfield·Dandenong Line- Capacity I and Reliability Upgrade I $30M I

112.41L..I___ s,_cy_c_le_P_a_th_Ne_tw_o_rk __ -..JII S25M 1

Strategy Element 3 - Improve Key Urban centres I 3.1 oandenong centre Action Plan 3.1.1 Reciew CAD Structure Plan S0.1M I 3.1_2 Cultural centre Project $20M 3.1.3 Streetscape Improvements $2_0M 3.1.4 Shuttle Bus Public Transport $1.0M I 3_1_5 Road System Upgrade $41M I Planning I I land AQuisitlon I

I Page 1 PROJECTS.XLS I I

I Table 5.5 ·south East Region strategy Elements and SUpporting ProJects, Program and costs I Project 96/97 0/1 5/6 10/11 1 2 3 4 5 6 1 a g 10 11 12 13 14 1s I Strategy Element 6 · Increase Educational Access

I ~ 1..... __ln_c_r_e_as_e_E_d_u_c_a_ti_o_n_ai_A_c_c_es_s _ __,ll SS.SM I I I strategy Element 7 • Promote Sustainability

7.1 westerport Drainage Projects ·1 1.1.1 Stormwater Treatment Facilities IS18.0MI.__..__ 1.1.2 Upgrading of Bunyip Main Drain from cora Lynn to lona

I 7.1.3 Integrated Airport and water Re-use...... ,....,,.....,..,...... , r---r------"""'"'!""--:------, Treatment Facilities I SO.SM I L..-.L...... __ __:____;. ___ __.'------' ~~7 .21 waste water Reuse 7.2.1 cranbourne Market Gardens I 7.2.2 Koo wee Rup/Ciyde Agricultural Lan Case studies in sustainable I urban Development W1 Bayswater Urban Village I 7.4 Greening tne south East 7.4.1 Industrial Areas 7.4.2 Gateways and Boulevards I 7.4.3 Wildlife corridors/Urban Forests

I ~~ sand belt open Space Development II $35M I I Planning I I Land Aquisition I I I

I Page 3 PROJECTS.XLS I I I I 6.1mplementalion: Urban Management Structures I 6.1 Background A fundamental principle of the Commonwealth Government's approach to regional economic development, as embodied in the Working Nation I White Paper. is that regions should be encouraged to help themselves. To this end a number of consultative and co-ordinating bodies have been proposed by the Commonwealth for the regional level. These bodies I include:

o Regional Economic Development Organisations (REDOs). I o Regional groupings of municipal councils (ROCs). o Commonwealth-sponsored regional forums, involving state ministers, I for program co-ordination. Where the development of strategic regional infrastructure is involved. a I number of specific considerations are important: o funding requests must address some identified constraint on regional economic development; I o whether the full cost is unable to be met from the usual funding sources; o supplementary funds must be available from non-Commonwealth sources; I q proposed projects must be identified as part of an agreed regional vision and strategy; and o funds provided must be managed through an accountable body I such as an incorporated entity or a government agency.

The intended effect of these proposed arrangements is that the traditional I sectoral approach to the provision of infrastructure should give way to a strategic, cross-sectoral approach which may lead to beneficial structural changes in infrastructure organisations, at each level of I government.

The present study is a step in that direction. It has developed a I Strategic Framework for infrastructure provision based on extensive consultation at the regional level. However. the task remains to develop management structures through which the Framework can be refined, I reinforced, delivered to budget processes and monitored during implementation. I 6.2 Guiding Principles In developing an effective and efficient urban management structure a I number of principles should be observed. Arrangements should: I I SINClAR KNIGHT tv£1l1JNEIR CONSOiliiJM 5R046.Hl2.BJF:mbm:7/6/95 71 I I I I

I o build on existing administrative structures - no new layers should be added to existing processes; I o utilise existing funding arrangements- no new inter-governmental arrangements should be established; I o encourage private sector input to regional deliberations; o have representation at the appropriate level of management such as:

I municipal CEOs; regional managers of utilities; I general managers of private sector bodies; o involve a regional facilitator role to marshall support and co-ordinate I communities of interest: o involve a higher level facilitator role to be carried out by the I Department of Planning and Development which would : develop program briefs; empower other groups (including other regional bodies) to I implement infrastructure programs: I o be fully integrated with wider urban management structures such as: the Melbourne Metropolitan Strategy; the Metropolitan Strategic Co-ordination System; I the Victorian Government's Integrated Management Cycle. 6.3 Management Options

I Key tasks in the management of any process to contribute to the development of strategic regional infrastructure which observes the I above principles would include: o forging a vision for the future economic development of the region which has widespread agreement and support from key regional I stakeholders, both public sector and private sector; o identification of regional needs, integrated within the context of a strategic framework to achieve the envisaged economic I development; o provision of a clearly accountable structure which offers a sound basis for integrating properly appraised and evaluated projects into I government budgetary processes- both State and Commonwealth; o establishment of processes for the administration of the regional I strategy and co-ordination of its elements over time;

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I o detailed planning, both physical and statutory, for implementation of the regional development strategy and its various elements; o construction of the strategic physical infrastructure and I establishment of any complementary 'soft infrastructure'; o on-going management. maintenance and review of the infrastructure initiatives.

I 6.4 Delivery of Strategic Programs - Some Options

A number of models may be proposed for undertaking these tasks. The I appropriate model would have such attributes as: I a forum for the expression of grass-roots regional vision; a means of reconciling infrastructure priorities and co-ordinating the I requirements of a large and diverse region; an ability to influence the shape and timing of I development/investment; a tested mechanism for locking into Government budget processes. I Possible models include: I o A Regional Management and Development Agency: Responsible for developing and administering the strategy, together with detailed project planning, construction and on I going, over -all management. Reporting relationship with the auspicing body such as the State I Government and/or the Commonwealth. Examples include the Albury-Wodonga Development I Corporation and regional commissions. This form of organisation has a number of shortcomings as a model for I the South East Region: Insertion of another bureaucratic layer into an already complex I process. The Commonwealth's desire to have regional development initiatives emerge from the regional level rather than be imposed by some I over-arching organisation.

The troubled history of similar bodies such as the various regional I commissions previously established around Victoria.

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I o A Regional Co-ordinating Agency: I Co-ordinates the regional strategy. Responsible for administering funds to infrastructure agencies for implementation of projects/program packages. Relevant agencies construct infrastructure and provide on-going I management. Agencies may include VicRoads, Melbourne Water, municipalities, etc.

I Reviews progress and reports to government.

The regional body could be a new organisation, a division of an I existing agency, a grouping of regional municipalities, a committee drawn from infrastructure providers active in the I region or some combination of these. The obvious candidates in the present circumstances are I Regional Economic Development Organisations (REDOs). This is not a favoured model as REDO objectives are more general than the desired focus on provision of strategic infrastructure. The South East I Region includes two areas covered by separate REDOs, as well as areas not covered by any such body. Alternative arrangements to ensure that REDO viewpoints are incorporated into the consideration of strategic I infrastructure are outlined below. o Facilitator:

I Engaged on contract for a defined period.

Responsible for co-ordinating delivery of identified strategic I projects/program packages by various agencies.

Accountable to Department of Planning & Development and I Department of Housing & Regional Development through a designated senior officer responsible for overseeing the I contract. If functioning independently, a single facilitator or team of facilitators could be seen as unrepresentative of regional interests and imposed I from outside. However. a valuable role could be performed within a more broadly-based structure as outlined below

I I I

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I 6.5 The Preferred Approach

An approach which combines existing procedures and bodies and I avoids the creation of additional layers of responsibility in an already complex process is preferred. I It should include the adoption of a comprehensive approach which delivers infrastructure projects as integrated packages across functional lines. which would accord with the aim of encouraging strategic . assessments of infrastructure in terms of its implications for regional I economic development. The following outline illustrates such a process.

o The process is based on the assumption that the strategic programs I which emerge from the South East Infrastructure Study and its extensive regional consultations would form the basis for the project packages to be delivered. Other infrastructure projects could I proceed in parallel. but the system's prime focus would be on delivery of a core of strategic projects across the region.

I o The overall strategic framework derives from the Melbourne Metropolitan Strategy (MMS) and it: provides a context for the advancement of regional interests; I ensures a focus on strategic programs and relationships between components rather than individual projects; involves agencies and other relevant infrastructure providers in I the development of infrastructure priorities. o The evaluation framework derives from the Victorian Government's I guidelines for capital project evaluation. Project evaluation and appraisal is thus the responsibility of sponsoring agencies, with Treasury involvement as appropriate.

I o Regional input is co-ordinated through re-constitution and expansion of the recently disbanded South East Region Infrastructure Task I Group to: involve municipalities together with public and private sector infrastructure providers in the strategic development process at I a senior level (CEOs or their nominees); permit municipalities to represent REDO interests; ensure a cross-sectoral dimension to infrastructure co-ordination ' I at the regional level; allow fine-tuning of strategic programs; provide input to the various agency infrastructure development I programs and government budget processes; undertake region-level monitoring and reporting to the I Department of Planning and Development.

I SINCLAR KNIGHT MERZINEIR CONSOR'IIJM SR046.to2.BJF:mbm:7/6/95 75

I -- I I I

I o For continuity the process is co-ordinated at the regional level by a specialist facilitator responsible to the Department of Planning and I Development. o Overall program co-ordination is undertaken by the Department of Planning and Development which:

I secures written agreement with infrastructure bodies and central agencies on regional priorities; involves central agencies in negotiations with the I Commonwealth Government over funding as required by existing guidelines (this is particularly important if Special Purpose Payments are envisaged} - the model employed in the I Building Better Cities program is relevant;

o Acting on advice from the regional body, infrastructure agencies I incorporate prioritised project packages within their three-year forward capital works programs and -undertake detailed planning. I This has a number of advantages: Funding (from State or Commonwealth sources) is drawn down as approved. I Prioritised projects are constructed by relevant agencies. On-going management remains with relevant agencies. I Reporting arrangements are based on agreed outcomes. o Similar arrangements are struck with relevant private sector infrastructure providers. In most cases, these would be newly privatised organisations formed from the break-up of State I corporations. Community Service Obligations (CSO) payments may be necessary to underpin certain of these arrangements.

I. o The Department of Planning and Development's MSCS program of information provision would continue to provide the contextual I background for planning infrastructure at the metropolitan periphery. o Strong links to the State capital budget would be reinforced by a process of annual review timed to tie into the Victorian Integrated I Management Cycle. Progress would be monitored and priorities either amended or reaffirmed in the light of these reviews.

I 6.6 Summary

The preferred approach coordinates the three levels of government and 'I the private sector in the delivery of strategic infrastructure and thus facilitates sustainable regional development. It adds a specifically regional strategic dimension to current processes for the provision of I infrastructure, while supplementing and reinforcing existing

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I intergovernmental arrangements.

Figure 6.1 outlines a suggested urban management structure for effective I implementation of the South East Region infrastructure projects and programs. I I I I I I I I I I I I I I

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MELBOURNE METROPOLITAN STRATEGIC INFRMTRUCTURE STUDY FIGURE8.1 SOUTH EASTERN REGION 11111 I URBAN MANAGEMENT STRUCTURE: ~ SINCLAIR KNIGHT MERZ/ NIEIR CONSORTIUM ______...::::O.::.UT,;_;l;::IN:.:.E=------__j I I I I I References

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