South East Australian Transport Strategy Inc. SEATS

A Strategic Transport Network for South East SEATS’ holistic approach supports economic development

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2013 SEATS South East Australian Transport Strategy Inc.

Figure 1. The SEATS region (shaded green)

Courtesy Meyrick and Associates

Written by Ralf Kastan of Kastan Consulting for South East Australian Transport Strategy Inc (SEATS), with assistance from SEATS members (see list of members p.52). Edited by Laurelle Pacey Design and Layout by Artplan Graphics Published May 2013 by SEATS, PO Box 2106, MALUA BAY NSW 2536. www.seats.org.au For more information, please contact SEATS Executive Officer Chris Vardon OAM Phone: (02) 4471 1398 Mobile: 0413 088 797 Email: [email protected]

Copyright © 2013 SEATS - South East Australian Transport Strategy Inc.

2 A Strategic Transport Network for South East Australia Contents

MAP of SEATS region ...... 2

Executive Summary and proposed infrastructure ...... 4

1. Introduction ...... 6

2. Network objectives ...... 7

3. SEATS STRATEGIC NETWORK ...... 8 3.1 The SEATS Region 3.2 Existing regional network 3.3 Identifying what’s needed 3.4 SEATS project template 3.5 Last Mile projects

4. ECONOMIC ASSETS OF SEATS REGION ...... 12

5. ECONOMIC DRIVERS ...... 14

6. SOCIAL DRIVERS ...... 17

7. STRATEGIC CONTEXT ...... 19 7.1 Federal Policies and Strategies 7.2 State Policies and Strategies 7.3 Local Policies and Strategies 7.4 Industry Policy and Strategies

8. CONCLUSION ...... 26 9. APPENDICES 9.1 Existing Transport Network — Table 3 ...... 27 9.2 Current road status within the Strategic Network ...... 28 9.3 SEATS Current Priority Projects ...... 31 9.4 Selected Demographic Data ...... 38 9.5 Employment Lands ...... 41 9.6 Local Tourism ...... 41 9.7 Local Agriculture Forestry and Mining ...... 42 9.8 Selected Crash Data ...... 42

SEATS Members ...... 46

ACKNOWLEDGEMENTS ...... 47

REFERENCES ...... 48

3 SEATS South East Australian Transport Strategy Inc. Executive Summary Targeted investment in particular transport infrastructure projects across south east Australia would significantly improve the operational efficiency of the transport network across this region and beyond.

his would boost the region’s economic tions through the South East Australia Transport competitiveness, stimulate investment, Strategy (SEATS). All are members of SEATS. Timprove employment prospects and greatly See p.46 for the list of SEATS members. enhance its ‘liveability’. Together, these diverse organisations have taken a holistic approach to the region’s transport Purpose of this document network and identified problem areas.

This document – SEATS’ Strategic Transport Targeted investment in these problem areas Network – defines the region’s existing transport would facilitate the realization of the potential network, identifies areas where additional infra - benefits from the region’s economic develop - structure is needed, and provides a strategic ment. context for these projects. SEATS acts as an advocate for its members to all It is an invaluable resource: levels of government to stimulate this invest - • To assist SEATS’ members in preparing ment and encourage them to work together to submissions for transport infrastructure achieve it. funding; • To provide political parties, politicians and SEATS’ strategy: government agencies with a logical and This strategy promotes projects that go beyond considered strategy for future investment in the boundaries of individual councils and transport infrastructure in this region. benefit the entire region and beyond. They : Background • Improve access to ports (sea and air) and key locations of economic activity, cutting the cost The SEATS region (see Diagram 1 on p. 2) emb - of doing business in the region; races south east , eastern • Ensure transport networks are sustainable, and the Australian Capital Territory, and meeting existing and future needs while is bounded by the corridor minimising environmental impact; between and and the coastal • Improve people’s access to jobs, education, strip between and Bay. recreation and health services with a safer The need for additional infrastructure was and user friendly network; identified collectively by local government • Ensure investment decisions about regional authorities in this region, regional development transport infrastructure are well informed organisations, state government agencies, and fully integrated with overall transport private enterprise and tertiary education institu - planning, evaluation and assessment.

4 A Strategic Transport Network for South East Australia Proposed additional infrastructure Additional national, state and local infrastructure is needed in these particular problem areas to optimize the transport network’s operations in the south east region and its connections to markets beyond.

EATS is already promoting some individual • Beyond Nerriga (linking the Shoalhaven with projects to all levels of government. These are inland network) Snot listed in any order of priority. • Yallah Proposed rail links • Albion Park Bypass (F6) (Yallah to Oak Flats) • F6 Motorway Waterfall to Kyeemagh • Maldon–Dombarton link connecting Port • Third crossing of the Kembla directly with Main North South Rail • Upgrading of (planning) Line (subject to current economic and viability studies) • Connection to Port of Hastings from . • Unanderra to Moss Vale • –Cootamundra – reinstatement of Proposed intermodals railway link • Improved rail capacity between Nowra and • Capital Triangle (Goulburn, Yass & ) Sydney (passing loops) • Gippsland Logistics Precinct () • Triplification of line between Caulfield and • Dandenong – increases capacity for line for freight Proposed seaports • Duplication of Cranbourne–Dandenong line • Railway connection between Port of Hastings • Port Anthony development at Barry Point to Gippsland (medium term) • Philip Island to Stony Point Ferry Link (car, • Very Fast Train (High Speed Rail Network passenger) Sydney-Canberra-Melbourne) • Twofold Bay Proposed road links Proposed airports

• , Barton, Federal and Kings • Second (subject to the Highways at /. completion of the current study).

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1. Introduction This south east region of Australia is one of the fastest growing regions in Australia. Having efficient transport infrastructure in place is fundamental to optimising the benefits from the area’s economic development.

he network of road, rail, sea ports, airports • rail freight will jump 90% ; Tand intermodal facilities should be able to • the number of containers crossing the move freight, people and commodities nation's wharves will increase by 150%. efficiently both within the region and connect http://www.infrastructureaustralia.gov.au/freight/ with the transport network beyond and link with markets. The Bureau of Transport and Regional SEATS members have put forward a strategy to Economics (BTRE), expects, between 2003 and do this, based on a holistic approach to the trans - 2020 non bulk freight will increase by 82% in port network across the entire region . tonne-kilometre terms, representing an average growth of 3.6% per year (BTRE Report 112). They want government at all levels to base future transport infrastructure planning The BTRE expects bulk freight will grow by 2.3% decisions on an understanding of the entire per year over the same period. It also notes, “In network. terms of tonne-kilometres, only 10 per cent is urban. Ninety per cent is non urban-that is, Such an approach would enhance the economic interstate and rest of state”. The non urban, and social connectivity of the entire transport interstate and rest of state component is of network. Planning such projects must take into particular importance to the SEATS region. account existing government and industry policies and strategies. Inter-regional freight movements between major intercity areas are projected to grow by 2.8% per This document provides a context for these year (tonnage). This relates to a doubling in 25 projects to meet the requirements of Federal and years – road is predicted to grow 3.3%pa and rail State funding agencies, particularly the regional 1.9%. benefit requirements of Infrastructure Australia. Network planning, project planning and project Infrastructure Australia predicts between 2010 implementation must consider the pressures and 2030: placed on the transport network to maintain and • truck traffic will increase by 50%; enhance economic viability.

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2. Network objectives The Strategic Transport Network aims to:

• Boost economic competitiveness by improving people’s access to places improving access to jobs, sea and air of work, education, recreation and ports and key locations of economic public health services with a safer activity. The goal is to reduce the cost and more user friendly transport of doing business in the region. network. • Protect the environment by • Improve governance by ensuring providing transport systems and future decisions on investing in networks that are sustainable; that regional transport infrastructure are they meet existing and future needs well informed with improved while minimising the environmental integration of transport planning impact of land take, greenhouse gas evaluation and assessment, gener - and noise emissions. ally decisions to comply with federal and state audit frameworks as • Enhance ‘liveability’ and safety by required.

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3. SEATS’ Strategic Network SEATS commissioned a report in 2007 from Meyrick and Associates, SEATS Strategic Network: A Preliminary Definition.

t analysed the existing transport network in including , the Western District and the south east Australia, considered current and Calder Corridor in Victoria, and the Riverina, Iplanned growth, and expanded on an earlier Southern Highlands and Central West of NSW. study. 3.3 Identifying what’s needed This has been closely reviewed by SEATS members. Having identified the existing network, areas 3.1 The SEATS Region were then identified where additional infrastruc - ture is needed to improve transport connectivity The SEATS region is bounded by the Hume according to the following criteria: Highway corridor between Sydney and • A link to an intermodal transfer site, e.g. Melbourne and the coastal strip between rail/road corridor.; Western Port Bay and Wollongong. It includes • A link with a negative impact on transport 23 Local Government areas and the ACT. See efficiency for local business; Diagram 1, p.2. • A route that would improve access to The Hume/Federal Highway corridor, domestic and international market freight bordering the SEATS region, connects both State networks within and external to the transport capitals with Canberra. It is Australia’s highest network. standard inter-capital road link. • A link to provide safer and more reliable The main southern railway connects Sydney and transport across the region. Melbourne with a spur line into Canberra. This, with the , is Australia’s major See Table 1: Proposed additional infrastructure, p.9. freight corridor. Rail and road freight between The additional infrastructure needed includes Melbourne and also occurs via this particular projects already identified by SEATS corridor as does road freight between Sydney as priority projects, and detailed according to and /Perth. SEATS project template. 3.2 Existing regional network See Appendix 9.3 — SEATS priority projects, p.31. The existing network together with the The existing highway and rail network in the additional infrastructure required form SEATS south east of Australia has developed to follow Strategic Transport Network which links the the flow of goods, people and information network within south east Australia with all between local communities within the region external routes and assets that underpin the and between these communities and the three region’s economic and social development. capital cities. See Appendix 9.1 — Existing Transport Network, p.29. SEATS strongly recommends that appropriate planning be implemented at the earliest oppor - It also recognises the importance of maintaining strong connections with major regional tunity to set aside corridors for future transport economic nodes outside the SEATS region, infrastructure. 8 A Strategic Transport Network for South East Australia

Table 1. Proposed additional infrastructure Areas where additional national, state and local infrastructure projects are needed to optimize the efficiency of the network well into the future.

t includes particular individual projects which Road links SEATS is promoting to all levels of govern - • Monaro, Barton, Federal and Kings Iment over the next few years. Highways at Queanbeyan/North Canberra. These areas are: • Beyond Nerriga, linking the south coast of NSW to the Hume, Federal and Barton Rail links Highway corridors. • Maldon–Dombarton link connecting Port • Yallah Interchange Kembla directly with Main North South Rail • Albion Park Bypass (F6) (Yallah to Oak Flats) Line (subject to current economic and • F6 Motorway Waterfall to Kyeemagh viability studies) • Third crossing of the Shoalhaven River • Unanderra to Moss Vale • Upgrading of Bulli Pass (planning) • Tumut–Cootamundra – reinstatement of • Connection to Port of Hastings from railway link Gippsland. • Improved rail capacity between Nowra and Intermodals Sydney (passing loops) • Capital Triangle (Goulburn, Yass & Canberra) • Triplification of line between Caulfield and • Gippsland Logistics Precinct (Morwell) Dandenong – increases capacity for Bairnsdale line for freight • Canberra airport • Duplication of Cranbourne–Dandenong line Seaports • Railway connection between Port of Hastings • Port Anthony development at Barry Point to Gippsland (medium term) • Philip Island to Stony Point Ferry Link (car, • Very Fast Train (High Speed Rail Network passenger) Sydney Canberra Melbourne) • Twofold Bay

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3.5 Last Mile Projects

This report identifies the core network. However, SEATS also recognises the critical importance of upgrading the ‘last mile’ linkages to and from the network ; this requires specific planning by government and industry. All levels of government and industry need to consider ‘last mile’ issues at the planning stage together and fund any necessary projects accord - ingly. Last mile issues should have a much higher profile at the planning stage. This need is particularly relevant to local government when considering economic devel - opment projects, particularly significant freight generators. Councils should weigh up the balance between job generation and their impact on local infrastructure. Last mile projects could include upgrading of intersections and relatively short lengths of local roads, road pavement widening and strengthening. Funding contributions for local and regional infrastructure can then be sought as part of the approval process as ‘Conditions of Consent’. 3.4 SEATS’ project template This would then minimise the future impact on Local Government funding. The intention is that all SEATS priority projects will be substantiated using the project template that SEATS developed as a direct result of comments made by Sir Roderick Eddington in his report to the Federal Government on submis - sions to Infrastructure Australia in early 2009. See Table 2: Template for Projects, p. 11. SEATS aims to ensure local government areas represented within SEATS agree on a united region based approach to other levels of govern - ment. This will ensure only projects based on sustainable business cases are presented for consideration in future Federal Government funding programs. The cooperation of all SEATS members in reaching this position is acknowledged and appreciated.

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Table 2. Template for projects SEATS has developed a template for priority projects. Categories are: • Project overview, • Economic impact (including technology and telecommunications), • Option analyses, • Environment, • Social and cultural, • Risks. Project maps and photos must be included.

1. Project overview 4. Environment

This sets the scene for the proposed project. It This section covers flora and fauna, climate allows for a description, the reasons for it, how it change, amenity and site issues. Its purpose is to fits with government and regional policy, its ensure these issues have or are being addressed, benefits, estimated cost, linkages (to ports, with particular focus on the impact environ - markets etc), existing conditions and issues, mental considerations may have on project future volumes, potential partnerships and timeframes and costs. current project status. 5. Social and cultural See Chapter 7 for information on Federal, State, local and industry policies and strategies. Refer This section considers Native Title, heritage to these to set the strategic context. listing, and social connectivity issues. Heritage and Native Title (on Crown Land) can signifi - 2. Economic impact cantly impact project timelines. Social connec - tivity includes benefits such as improved access This section requires information on which to health services, education, employment, sectors benefit from the project, their economic recreation and retail. significance, the project’s impact on cities and 6. Risks regions, on improved accessibility, and stake - holder contributions where relevant. Statutory and project risks have to be identified Refer to Chapters 4 and 5 of this document for in this section and signed off. some regional information. 7. Cost benefit analysis 3. Option analyses This must set out the main financial benefits. Reference should be made to the requirements of Funding agencies, e.g. Infrastructure Australia, the asset owner, lead agency or funding body. require justification of the proposal. Analysis of the project options considered must also address In many cases, only a preliminary analysis may the ‘do-nothing’ option to ensure the conse - be possible because all project information may quences of doing nothing are well documented . not be available.

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4. Economic assets The economic assets of the SEATS region include its: • cities • major regional centres and major towns • sea ports and airports

4.1 Cities • Dapto (planned) • Nowra Sydney and Melbourne lie at either end of the SEATS region. These two metropolises represent • just under half of Australia’s population and, as • Bega such, exert considerable influence on centres within the SEATS region as well as on the entire In Victoria: transport network. • Sale There are three major regional cities or centres • Bairnsdale within the SEATS region providing extensive • regional services: • • Wollongong/Shellharbour/Kiama • /Morwell/Moe • Canberra • Dandenong – Cardinia/Casey 4.3 Major Towns Their role not dissimilar to a sub metropolitan Major Towns are defined by the Department of centre. They have populations of over 250,000 Planning (NSW) as large towns providing local and a sprawling suburban network around a and district services and facilities. These include single, or multiple commercial centre. These the general range of weekly and some higher centres include: order goods and business services. Town centres 4.2 Major regional centres are well established and they have the full range of housing types. A ‘Major Regional Centre’ is defined by the These are in NSW: Department of Planning (NSW) as an ‘existing • Mittagong centre with an important role in providing regionally based services, shopping, education, • Moss Vale recreation and employment. The full range of • Yass housing types are generally provided. The • Tumut majority of growth and both housing and employment is to occur in the regional centres.’ • • Vincentia In NSW, these centre are: • Sussex Inlet • Queanbeyan • Warrawong In Victoria: • Goulburn • • Shellharbour City Centre • • Bowral • Cowes

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4.4 Sea ports 4.5 National airports

SEATS region receives many economic benefits Sea ports within and external to the SEATS from Melbourne’s Tullamarine and Avalon Region form an integral part of the regions Airports and Sydney’s Mascot Airport. vibrant economy. Melbourne Airport is curfew free and carried In NSW, they are: 350,000 t of international and domestic freight 2006/07, of which 24% was export freight valued • Port Kembla NSW – trade throughput at $3.6 billion, and 35% was imports valued at 2010/11 was 33.6m t, 58.9% of which was over $10.4 billion. Melbourne Airport Fact Sheet exports. Major commodities coal, iron ore, April 2008 grain and steel. Port Kembla Ports Corporation Canberra Airport is being developed as a • Eden Port – trade throughput 1.2m t regional multi-modal freight hub aimed at 2008/09 , mainly woodchips (0.91m t maximizing its contribution to the region’s exported). The multipurpose wharf is shared economy. The forecast is for a 4.2% p.a. growth with Department of Defence. Port of Eden in passenger numbers, reaching 7.25 million Home & Trade web pages passengers by 2029/30, of which 350,000 will be international. Noel McCann, Canberra Airport • Port Botany (Sydney Ports) – trade - Director Planning, SEATS November 2009 throughput 1.784 TEU (twenty-foot equiva - Canberra airfield is a joint Defence/commercial lent units) in 2008/09 . Sydney Ports Trade web facility and the only ‘shared’ facility in the page. SEATS Region 4.6 Second tier airports In Victoria, they are:

• Port of Hastings – handles import/export oil, Second tier airports within the SEATS Region are Liquid Petroleum Gas, unleaded petroleum significant in both the short and long term. They and steel. Average value $1.7 billion 2000/01 are at: to 2004/05. Meyrick/EconSearch, Port of • Goulburn, Hastings-Economic Impacts Study • Shellharbour (Albion Park), • Cooma ( Airport), • Barry Beach Marine Terminal – main supply • Moruya, depot for offshore oil and gas operations in Bass Strait (21 platforms). • , • Bairnsdale, • Port Anthony—adjacent to Esso’s Barry • West Sale, Beach facility in Corner Inlet. • Traralgon • Geelong Port – largest regional port in • Moorabbin. Victoria handling crude oil, petroleum chemi - Some continue to carry regular passenger traffic cals, fertilisers, grains, steel, timber, (RPT), while RPT has been discontinued at woodchips and aluminium. others or is intermittent. • Port of Melbourne – Australia’s largest The Department of Defence has ‘Defence only’ container and general cargo port with airfields at Nowra (HMAS Albatross), Jervis Bay throughout 2.16m TEU 2008/09. That year it and East Sale. Some private landings can be handled 36% of Australia’s container trade. arranged. It is possible some of these facilities Port of Melbourne Overview, Fact Sheet may be used for private and commercial opera - September 2009 tors in the future.

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5. Economic drivers Economic drivers in the SEATS region include its: • resident population • tourism • employment lands • agriculture, forestry and mining sectors • commercial and recreational fishing

5.1 Resident population It shows the proportion of major industry types employing residents in the SEATS region. The Detailed characteristics of the resident popula - main industries are: tion of SEATS region are contained in Meyrick • Industry, construction; and Associates 2007 Report. This is important background data for identifying both potential • Utilities, retail, accommodation (including health and social travel demands. tourism) and transport; • Education, health and services The ‘Employment by Industry Type’ figure from that report, reproduced as Figure 2 below, is of Tourism is a key employer as well as an income particular interest. and transport generator.

Figure 2 : Employment in SEATS Region by Industry, from Meyrick and Associates, ‘SEATS Strategic Network: A Preliminary Definition’, 2007.

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Appendix 10.3 provides some selected In NSW demographic data showing: Large areas of employment lands have been • Average taxable income Gippsland versus identified at Nowra, Berrima/Moss Vale, Victoria 1997-2007; Goulburn and Dapto/Kembla Grange, Albion • Population predictions for Gippsland for Park/Calderwood, Queanbeyan, Yass and 2036 Crookwell. • Income trends Australia versus Canberra and Considerable transport and employment south east NSW shires; demands have already been created at Tumut, • Weekly median incomes for SEATS’ NSW by becoming the centre of softwood timber shires versus Australia; processing, and at Bega with Bega Cheese. • Employment by industry in Queanbeyan, In the Capital Region, the Mitchell and Hume Palerang and Eurobodalla Shires. areas and Queanbeyan are important employ - ment lands. 5.2 Tourism In Victoria Tourism peaks are critical drivers of infrastruc - Large areas of future employment lands have ture in this region. been identified at Traralgon/Morwell/Moe, Key tourism activities provide strong peak Cranbourne, Pakenham and Dandenong. demands which impact on road transport Significant employment lands have also been decisions, as well as being a key focus for rest set aside in Cardinia Shire. See Appendix 10.4 for stop initiatives. more information. Tourism peaks occur on: 5.4 Agriculture, forestry & mining • Phillip Island – for motor sport and tourist coach visits to Penguin watching; These industries produce a strong freight trans - port task and are key to shaping SEATS Strategic • Victorian snow fields – transport corridors Network. through and the Great Alpine Rd to snowfields in NE Victoria; They include the key areas of: • NSW snow fields – primarily accessed from • timber and value added products (including the north (Canberra, Sydney) impacting on Visy and Maryvale), the region’s transport capacity. • dairy and dairy processing (including Bega There is also some visitation to the snow Cheese and Murray - Goulburn Cooperative), fields from Victoria and ; • grazing • Canberra, the national capital, is a major • horticulture (Gippsland) drawcard for organised tourism by overseas • Coal reserves near NSW’s Southern tourists, retirees and school groups, particu - Highlands, larly by coach; • the , • Leisure activities impact on the Princes • the port at Port Kembla Highway. • Central Gippsland. Excellent land transport infrastructure is essen - tial for the tourism industry. See Appendix See Appendix 10.6 for more information on Bass 10.5 for more details on Bass Coast and Coast and Cardinia. Eurobodalla tourism. Satisfying industrial demand places substantial 5.3 Employment Lands demands on transport infrastructure. This includes providing quarried material to the construction industry both within and outside Employment lands are those areas identified by the SEATS region, as well as specialty opera - government for future development for industry tions (e.g. glass sands). and commerce. They will be major factors in creating demand for improved transport infra - This region’s significant quarry resources are structure. located at Bombo (Kiama), Shellharbour,

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Shoalhaven River, Lake Bathurst, South Mallacoota, Port Albert, Port Franklin and Port Queanbeyan, Cranbourne and Lang Lang. Welshpool. Railway ballast from quarries south of Wollongong is hauled by road and then railed NSW’s main fishing ports in this region are throughout NSW. Wollongong, Nowra and Eden. Hard rock and sand quarries around Other commercial and recreational fishing ports are currently being developed and will become a include Kiama, Greenwell Point, Ulladulla, major suppliers to Sydney over the next 20 Batemans Bay, Narooma and Bermagui. years. These ports also contribute to the growing In the Bass Coast shire, for example, employ - tourism industry, the recreational boating ment in the quarry sector has increased by 75% industry and local communities. (1996 to 2006), impacting on local roads. See Appendix 10.6. for more information . 5.6 Environment — Climate Change Other local resources can add to the transport task but are generally small volume operations. Consideration needs to be given to both the impact of climate change and protecting our 5.5 Fishing environment when planning and implementing projects . Commercial fishing in the SEATS Region has Transport systems should improve efficiency, declined in recent times. minimise emissions and minimise consumption Victoria’s two main fishing ports in the SEATS of scarce energy resources as well as recognise region are at Lakes Entrance and San Remo. the effect of the carbon tax and possible future Some commercial fishermen also operate out of emissions trading schemes.

Commercial fishing vessels at Lakes Entrance 2011.

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6. Social drivers

6.1 Access to Services Ongoing funding is needed for improvements such as shoulder sealing, improved delineation, The settlement pattern in this region is of wire rope barrier and guardrail installation, and smaller communities accessing services and vegetation removal. Such investment would facilities in regional centres and cities. These reduce road trauma and its associated social and include health, education sport and recreational economic cost to the community. facilities, regional government agencies and business services. Consequently the transport The network carries significant commuter traffic network must be both safe and efficient to and, in many parts, significant numbers of connect communities, provide access and heavy vehicles. It also carries significant tourism transfer goods and services to sustain economic traffic with seasonal peaks which sometimes growth. This is what generates the wealth and conflict with other road uses. These influences employment within the region. need to be considered when designing any improved infrastructure. Major Regional Centres also rely on major road Our ageing population also has implications for and public transport connections to capital the road network, especially when the ‘grey cities. This maintains strong regional economies nomads’ combine with general visitors to the able to take an increased share of population region. This, together with increased freight growth. transport, means increasing delays and 6.2 Employment accidents unless the road network allows for more multi-lane divided highway or overtaking Public transport services within this region are lanes, town bypasses and rest areas. unable to provide adequate access to employ - The road network needs to grow and evolve as ment. Yet such access is essential for the growth the communities it supports grows and evolves. and sustainability of communities within the An appropriate level of safety and efficiency is region. paramount for residents, businesses and Their growth is essential to promote future industry to access services. investment in industries and create new jobs for Appendix 10.7 provides selected crash data for the future. parts of the network. 6.3 Safety 6.4 Ageing and social inclusion The region has a high incidence of fatal accidents SEATS catchments of regional Victoria and NSW and severe injuries from run off road crashes, are characterised by significant areas of social highlighting deficiencies in the road network. disadvantage. This history suggests improved safety is a priority. It needs to be both efficient and safe; There are recognised locations within these areas engineering must provide room for forgiveness where incomes are below the state average. They and adequately guide and regulate traffic. have an ageing population and unemployment

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above their State average. This has implications As more community, health, retail and education for service provision by Local, State and Federal services are centralised on larger population Governments, and in particular the mix of trans - centres, there is a real risk that people without a port provision and infrastructure requirements. car will become socially isolated. An ageing population therefore leads to changing infra - Low incomes, unemployment and an ageing structure requirements. population place larger demands on public transport and health services. Future design of the road network and public transport therefore has to be complementary Many residents regularly travel outside their and mindful of such social equity challenges. local area to seek special medical and hospital services, e.g. NSW South Coast residents travel • The road network needs to be safe, compre - to Canberra; western area residents travel to hensive and inclusive of small communities Canberra or ; East Gippsland with multiple lane roads and overtaking residents travel to ; West and lanes; South Gippsland residents travel to Melbourne. • Public transport needs to be accessible and easy to use - e.g. disabled access buses, If the government wants to avoid a decline in the simple ticketing systems, roadside rest stops; health of its rural residents, it must either: • Public transport must be affordable and • Improve patient transport, hospital and frequent to enable both inter-regional specialist medical services in the region, OR commuter travel, local travel and intra • Improve the frequency of public transport regional travel for students to attend educa - services, within and outside the region. tion and training.; The former is desirable but expensive and diffi - • Public transport must also inter-connect. cult to achieve. The latter has a number of other 6.5 Access to Ports and Cities benefits in removing vehicles from the road, encouraging tourism, assisting young people Better access to seaports, airports, intermodals and the unemployed to travel to work, training and cities improves the viability of regional and education. industries enabling them to compete more effec - tively in local and global markets. An ageing population leads to people giving up driving, or only driving short distances around Access to ports and cities is provided principally their immediate neighbourhood, due to either by the road network and in some cases by rail. the increased cost of maintaining a car on a Access must provide for freight movement, retirement income, or because they are physi - access to services, commuter access for employ - cally less able. ment, and seasonal tourism traffic.

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7. Strategic context Project reports and submissions for infrastructure projects within the SEATS region should take into account existing government and industry policies and strategies and refer to any that are appropriate to support submissons.

he following policies and strategies are a 4. Competitive International gateways guide to many federal, state and local 5. A national freight network Tpolicies and strategies. The list is not exhaustive 6. A national broadband network and further research should be done when preparing submissions. 7. Essential indigenous infrastructure Information is also provided on the 2011 infra - 7.1 Federal Policies and Strategies structure priority list. http://www.infrastructureaustralia.gov.au/publications/files/ 2011_Report_to_COAG.pdf Australian Infrastructure Progress and Action 06/12: A Report to Council of Australian Governments. Getting the fundamentals right for Australia’s Infrastructure Priorities, June This report covers the goals, key challenges, 2010 achievements and a way forward. Information on the 2012 submissions and priority list is This report seeks to get the fundamentals right provided. for long term infrastructure planning and also http://www.infrastructureaustralia.gov.au/2012_coag/files/ updates the nation’s infrastructure priorities. P195_IACOAG%202012_FullReport_WS.pdf This report addresses the seven themes. The Reform and Investment Framework provided is Better Infrastructure Decision Making as follows: Guide lines, May 2012 1. Goal definition Using the reform and investment framework 2. Problem Identification provides guidelines for making submissions to Infrastructure Australia’s Infrastructure Priority 3. Problem assessment List. 4. Problem analysis http://www.infrastructureaustralia.gov.au/reform_investme 5. Option generation nt/files/Better_Infrastructure_Decision_Making_Guidelines_ v5.pdf 6. Option assessment 7. Solution prioritization Communicating the Imperative for http://www.infrastructureaustralia.gov.au/publications/files/ Action, June 2011: A Report to Council Report_to_COAG_2010.pdf of Australian Governments This covers National Challenges for Australia’s Regional Infrastructure Fund infrastructure in 2011 and also the seven themes Guidelines previously identified: The document sets out eligibility guidelines and 1. Transforming our Cities, conditions of funding for projects. 2. Adaptable and secure water supplies, http://www.infrastructureaustralia.gov.au/publications/files/ 3. A true national energy market, RIF_guidelines.pdf

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National Ports Strategy: Infrastructure National Road Safety Strategy 2011-2020, for an economically, socially and Australian Transport Council (ATC) environmentally sustainable future, Provides information on road safety initiatives December 2010 and sets future goals. It addresses both bulk and commodity ports and http://www.infrastructure.gov.au/roads/safety/national_roa identifies four priorities: d_safety_strategy/files/NRSS_2011_2020_15Aug11.pdf 1. Planning for relevant ports A report to the Council of Australian 2. Ensuring plans can be executed Governments – December 2008 3. Improving landside efficiency, reliability, security and safety of container ports This report prepared by Sir Rod Eddington 4. Promoting clarity, transparency and account - provided a new approach to infrastructure ability. provision. http://www.infrastructureaustralia.gov.au/gateways/files/N • A national and balanced approach. ational_Ports_Strategy_DEC2010_v2.pdf Infrastructure Australia’s aim is to drive the development of a long term, coordi nated Building Australia’s Future-A Review of national approach to infrastructure planning Approval Processes for Major and investment, focusing on transport, Infrastructure, June 2009 water, energy and communications. The report examines approval processes and • Infrastructure Australia’s objectives are to: identifies three key problems - increase the economic standard of living for 1. Fragmented processes Australians; 2. Multiple layers - achieve environmental sustainability and 3. Lack of strategic planning reduced greenhouse gas emissions; http://www.infrastructureaustralia.gov.au/publications/files/C - improve social outcomes, quality of life and OAG_IWG_MIAP_Report_June_2009.pdf reduced social disadvantage in our cities and regions. National Infrastructure Priorities: • Infrastructure Australia will pursue these Infrastructure for an economically, objectives through seven strategic priorities socially and environmentally sustain - being: able future, May 2009 - expanding Australia’s productive capacity; This identifies nine key challenges - increasing Australia’s productivity; 1. Deliver better governance - diversifying Australia’s economic capabili - 2. Create competitive markets ties; 3. One Nation one set of rules - building on Australia’s global competitive 4. Better use of existing infrastructure advantages; 5. Climate change - developing Australia’s cities and regions; 6. Supporting our cities - reducing greenhouse emissions; and 7. Boosting exports - improving social equity and quality of life 8. Supporting indigenous communities in our cities and regions. 9. Supporting rural communities • Infrastructure Australia’s approach to infra - http://www.infrastructureaustralia.gov.au/publications/files/ structure planning and investment reflects National_Infrastructure_Priorities.pdf the following principles: - A national perspective to complement state COAG Road Reform Plan, March 2011 and territory ambitions. The plan outlines impact on Local government - Infrastructure Australia has taken a and heavy Vehicle pricing and funding reform. national perspective in setting priorities for www.roadreform.gov.au infrastructure investment by adopting a http://www.roadreform.gov.au/DesktopModules/Bring2min principle-based approach with a strong d/DMX/Download.aspx?TabID=100&EntryId=1015&Comm cooperative national focus. and=Core_Download&PortalId=0&TabId=100 - A triple-bottom line approach.

20 A Strategic Transport Network for South East Australia

Infrastructure Australia has given regard to • Workforce planning and skills economic, environmental and social benefits, • Social inclusion costs and outcomes when making assessments • Governance and providing advice. It has sought to balance http://www.ntc.gov.au/filemedia/Publications/NationalTrans across all three areas, by placing a strong portPlanVol2Mar2008.pdf emphasis on benefit to cost ratio analysis, including wider economic benefits. White Paper 2004 • Efficient use of existing infrastructure and resources. The AusLink paper provides a strategic approach to the Australian land transport Infrastructure Australia has considered a wide network and infrastructure delivery. range of potential solutions – looking beyond http://www.infrastructure.gov.au/transport/publications/files new capital projects to assess other areas /whitepaper.pdf requiring change such as existing operational processes or existing resource allocation or Sydney Melbourne Corridor Strategy existing methods of pricing. 2007 http://www.infrastructureaustralia.gov.au/publications/files/ A_Report_to_the_Council_of_Australian_Governments.pdf The Sydney Melbourne corridor forms the north western boundary to the SEATS region, and forms part of the process of developing corridor Nation Building Package – Investing in strategies for the AusLink national network. Australia’s Future, July 2010 http://www.infrastructure.gov.au/transport/publications/files /Sydney_Melborne_Corridor_Strategy.pdf The package covers transport and community infrastructure and addresses investing in Sydney-Wollongong Corridor Strategy community, safety, transport and the economy. 2007 http://www.nationbuildingprogram.gov.au/publications/rep orts/pdf/nb_is.pdf This strategy provides the strategic context for the northern end of the SEATS region, and forms part of the AusLink process of developing Nation building for the future, May 2009 corridor strategies for the AusLink National Network. This identifies projects that support the nation’s http://www.infrastructure.gov.au/transport/publications/files/S productivity and prosperity. ydney_Wollongong_Corridor_Strategy.pdf http://www.budget.gov.au/2009- 10/content/glossy/infrastructure/download/infrastructure_ov Melbourne Urban Corridor Strategy erview.pdf 2007 This strategy provides the strategic context for National Transport Policy Framework, a the south western end of the SEATS region. It new beginning 2008 forms part of the AusLink process of developing amongst other things, the corridor strategies for State and Territory Transport Ministers were the AusLink National Network. invited to develop a coordinated national policy http://www.infrastructure.gov.au/transport/publications/files framework and plan covering: /Melbourne_Urban_Corridor_Strategy.pdf • Economic framework for efficient transporta - tion marketplace Melbourne-Sale Corridor Strategy 2007 • Infrastructure planning and investment This corridor provides an important link for • Capacity constraints and supply chain freight, tourism and commuter traffic between performance the wider Gippsland region and Melbourne. http://www.infrastructure.gov.au/transport/publications/files • Urban congestion /Melbourne_Sale_Corridor_Strategy.pdf • Climate change, environment and energy • Safety and security High Speed Rail Study July 2011 • Strategic research and technology The study, which is being carried out in two

21 SEATS South East Australian Transport Strategy Inc. phases, is looking at potential routes from Regional Growth Fund July 2011 Brisbane to Sydney, Canberra and Melbourne, as This fund provides $1 billion over eight years for well as the economic viability of such a network. rural and regional Victoria. The fund provides It is drawing on international experience, public for a number of programs: and private sector expertise, growth forecasts and other contemporary data. • “Economic Infrastructure - Growing and Sustaining Regional Work on the second and final phase of the study Industries and Jobs has now commenced, and was scheduled for completion in late 2012. - Transforming and Transitioning Local http://www.infrastructure.gov.au/rail/trains/high_speed/files Economies /HSR_Phase1_Report_Main_body.pdf - Building Strategic Tourism and Cultural Assets 7.2 State Policies and Strategies - Energy for the Regions • Developing Stronger Regions Program Changes in NSW and Victorian State • Local Government Infrastructure Program Governments have meant that these policies are • Putting Locals First Program” still being developed. With many new policies http://www.rdv.vic.gov.au/__data/assets/pdf_file/0005/679 anticipated. 73/RGF-6295_12pp-BOOKLET_web.pdf

In Victoria VicRoads Strategic Directions 2012 – 2014 Victorian Freight and Logistics Plan This strategy identifies four objectives: The Department of Transport is responsible for preparing the Plan which is expected to be 1. “Operate and maintain the road system to completed by early 2013. help our customers travel easily and reliably http://www.transport.vic.gov.au/freight/freight-projects- 2. Develop the road system to improve connec - and-initiatives/victorian-freight-and-logistics-plan tions between places that are important to our customers The Victorian Transport Plan 2008 3. Improve road safety This sets out the investment needed ‘for a 4. Make the road system more environmentally prosperous, liveable and sustainable Victoria’. sustainable” Priorities for decision making are set out as: http://www.vicroads.vic.gov.au/NR/rdonlyres/F26D56B6- 6BF1-4F6F-8610-97988E407057/0/VicRoads • “Using transport investment to change the StrategicDirections20122014.pdf shape of Victoria to make jobs and services more accessible. Victoria's Road Safety Action Plan 2011- • Linking regional, rural and metropolitan 2012 Victoria so all parts of the state share in the This seeks to strengthen the road safety effort in benefits of population and economic growth. Victoria, and focuses on three key areas: • Creating a metro system by improving the • “Delivering major improvements to regional capacity, frequency, reliability and safety of highways, country roads and bridges public transport. • Targeting irresponsible road users who put • Linking our communities by closing gaps, the lives of others at risk reducing congestion and improving safety on • Restoring confidence in speed zones and our roads. speed enforcement technology.” • Lowering our carbon footprint from trans - http://www.vicroads.vic.gov.au/NR/rdonlyres/F9E7CB70- port. A724-4DC8-8541- BF39011CFB3B/0/FINALACTIONPLANWEB.pdf • Strengthening Victoria’s and Australia’s economy by supporting freight, industrial Victoria’s Arterial Bridges – Critical growth and new jobs.” links for transport efficiency http://www.transport.vic.gov.au/__data/assets/pdf_file/001 3/31342/vtp.pdf Prepared by VicRoads, this is a strategy for

22 A Strategic Transport Network for South East Australia managing the performance of bridges on NSW 2021- A Plan to Make NSW Victoria’s arterial roads. Number One – September 2011 http://www.vicroads.vic.gov.au/NR/rdonlyres/14DD4C2E- 2A70-43AB-BA6E-16D17BD19C37/0/VicArterialBridges.pdf The NSW 2021 ten year plan identifies five strategies : A Stitch in Time – Victoria’s Road 1. “Rebuild the economy Maintenance Strategy 2. Return Quality services This strategy is aimed at maintaining and 3. Renovate infrastructure improving the road network. 4. Strengthen our local environment and http://www.vicroads.vic.gov.au/Home/Moreinfoandservices/ communities RoadManagementAndDesign/StrategyAndPrograms/Victori aRoadMaintenanceStrategy.htm 5. Restore accountability to government” The plan sets out 32 goals which include:- In New South Wales • Drive economic growth in regional NSW Bureau of Transport Statistics (Goal 3), • Reduce travel times (Goal 7), Provides regularly updated transport statistics. http://www.bts.nsw.gov.au • Improve road safety (Goal 10), • Invest in critical infrastructure. (Goal 19) NSW Long Term Transport Master Plan - Goal 19 “Invest in critical infrastructure” identi - a new approach to transport planning, fies three targets 2012 1. “Increase expenditure on critical NSW infra - The draft Master Plan aims to provide NSW structure with a clear direction for transport over the next 20 years. The draft document is available for 2. Improve the quality of urban and rural state public comment with the final master plan roads proposed to be released in November 2012. 3. Enhance rail freight Movement” http://haveyoursay.nsw.gov.au/transportmasterplan http//2021.nsw.gov.au/sites/default/files/NSW2021_WEB% 20VERSION.pdf SEATS First things first – The State Infrastructure Strategy 2012-2032, October 2012 Building the Country Package - Local infrastructure support fund Prepared by Infrastructure New South Wales (INSW) the report sets out infrastructure needs The Department of State and Regional over the next two decades, broken down into Development’s Local infrastructure support requirements for the next 0-5, 5-10 and 10-20 fund “aims to help offset the cost of specific year timeframes. The strategy covers roads, critical infrastructure required for business public transport, airports/ports, energy, water, establishment, expansion or relocation in and health/social/other. regional NSW.” http://www.infrastructure.nsw.gov.au/pdfs/SIS_Report_Com http://www.pacificintermodal.com.au/PacificIntermodal/use plete_Interactive.pdf rfiles/file/LISF%20information%20sheet%201209.pdf

Strategic Overview Submission to Infrastructure Australia November 2011 NSW State Infrastructure Strategy 2008-18 The NSW Government has put forward three key priorities for consideration This includes information on proposed regional • Pacific Highway upgrade infrastructure. Of particular interest to SEATS members is the section on the -South • North West Rail Link East. A listing of rail, ports and road projects is • Port Botany and Sydney Airport Transport provided. Improvement Plan http://www.treasury.nsw.gov.au/sis/state_infrastructure_str www.nsw.gov.au/sites/default/files/StrategicOverview.pdf ategy

23 SEATS South East Australian Transport Strategy Inc.

South Eastern NSW Road Freight broadly be expected in respect of the manage - Supply Chain Study – July 2010 ment of a particular corridor in the future.” http://www.rta.nsw.gov.au/doingbusinesswithus/download Report prepared by SdD Consult for the then s/landuse/network_corridor_planning_dl1.html NSW Roads and Traffic Authority (RTA) to assist in developing its strategic network strategy for the area. http://www.rta.nsw.gov.au/doingbusinesswithus/download s/landuse/rta_sth_eastern_nsw_road_freight_sc_study_201 7.3 Local Policies and Strategies 0.pdf Kings Highway – Sydney – Canberra Corridor Regional Council Submission to the Kings Strategy 2006-2031 Highway Safety Review 2012 This applies “to the local government areas of This submission calls on the State Government Wingecarribee, Goulburn Mulwaree, Upper to develop a detailed route plan and carry out Lachlan, Yass Valley, Palerang and Queanbeyan, improvements to the Kings Highway. and is one of a number of regional strategies http://www.esc.nsw.gov.au/media/457500/esc_submission _to_the_kings_highway_safety_review_2012.pdf prepared by the Department of Planning.” Amongst other items the strategy contains sections on economic development and employ - Regional Plan 2010 – 2015 September ment growth and regional transport. 2011 http://www.planning.nsw.gov.au/plansforaction/pdf/sydcan corridor_regional_strategy_final.pdf This was prepared by Regional Development Australia – Illawarra. It documents the vision and direction for the Illawarra region. Queanbeyan to Batemans Bay – Corridor http://www.rdaillawarra.com.au/assets/Tonys-Folder/RDA- Strategy September 2009 Regional-PlanWeb.pdf Produced by the then NSW Roads and Traffic Authority (RTA) and includes sections on trans - Gippsland Region Priority Areas and port demands and roles, future corridor changes Projects-a summary of current regional and strategic responses. projects that require Government http://www.rta.nsw.gov.au/roadprojects/projects/south_eas funding support, March 2012 tern_region/queanbeyan_bb_corridor_strategy/documents/ kingshwy_final_sept_09.pdf Prepared by the Gippsland Regional Leadership Group. The report identifies regional projects Illawarra Regional Strategy (2006-31) and advocacy programs. http://glgn.com.au/images/stories/gippslandregionpriorityar Developed by the NSW Department of easandprojectsmarchfinal.pdf Planning, this strategy “represents an agreed NSW Government position on the future of the Illawarra”. It includes sections on regional trans - Gippsland Logistics Precinct – Project port and economic development. implementation Plan, May 2011 http://www.planning.nsw.gov.au/plansforaction/pdf/illawar Latrobe City has had a long term involvement in ra_regional_strategy.pdf developing the Morwell site as a freight inter - modal for the Latrobe Valley and Gippsland Network and Corridor Planning Practice region. Notes 2008 http://www.latrobe.vic.gov.au/Projects/GippslandLogisticsP recinct/ These were developed for RMS (formerly RTA) planners, however, the notes include guidance on: Gippsland Regional Plan 2010 “Developing the RTA’s long term position on the The plan prepared on behalf of Gippsland Local road network and corridors to assist other Government Network (GLGN), Regional government agencies, including local councils, Development Australia (RDA) and Gippsland and the community to understand what may Regional Managers forum (RMF) provides a

24 A Strategic Transport Network for South East Australia

7.4 Industry Policy and Strategies

How Safe are our Roads? - Rating Australia’s National Network for Risk, 2011 This report presents AusRAP risk assessment of the National Road Network. http://www.ausrap.org/ausrap/performance-tracking- report/pdfs/AusRAP-report-2011-How-Safe-Are-Our- Roads.pdf

How Safe are our Roads? – Rating NSW’s Highway Network for Risk, 2011 This report presents AusRAP risk assessment of ten highways on the NSW highway network. http://www.ausrap.org/ausrap/performance-tracking- report/pdfs/AusRAP-report-2011-NSW.pdf regional overview, strategic context and regional priorities. How Safe are our Roads? – Rating http://www.rdv.vic.gov.au/__data/assets/pdf_file/0005/679 Victoria’s Highway Network for Risk, 73/RGF-6295_12pp-BOOKLET_web.pdf 2011 http://www.rdv.vic.gov.au/__data/assets/pdf_file/0003/678 This report presents AusRAP risk assessment of 45/GRP_V10.4.1_pp112-155.pdf eight highways on Victorian highway network. http://www.ausrap.org/ausrap/performance-tracking- Gippsland Transport Strategy 2008-2020, report/pdfs/AusRAP-report-2011-Victoria.pdf October 2008 Timber Industry Roads Evaluation The report provides a transport strategy and Study – Road Needs Study: 2011 - 2015 priorities for Gippsland. Prepared for Produced for Timber Towns Victoria the study Gippsland Local Government Network by provides an assessment of road infrastructure Meyrick and Associates., it updates the 2005 needs over the next five years. strategy. http://www.timbertownsvictoria.org.au/images/DocsPublica http://www.latrobe.vic.gov.au/WebFiles/EcoDev/Gippsland tions/2011%20TIRES%20web%20version.pdf SEATS _Transport_Strategy_2008_2020.pdf Strategic Network 2012 15

25 SEATS South East Australian Transport Strategy Inc.

8. Conclusion This document defines the current strategic transport network for the SEATS region and areas where future projects are needed, as endorsed by its membership.

efining the network also provides an essen - is also included. These should also be researched tial understanding of existing government and reference made to them when supporting Dand industry policies and strategies, which can project submissions. then be used as a basis for future project devel - SEATS prides itself on providing a non party opment. political and non parochial forum across all levels of Government to promote transport The south east is one of the fastest growing improvements and solutions within our region. regions in Australia. It needs the most efficient These underpin economic development and level of transport infrastructure that can be social outcomes. provided and in a timely and satisfactory manner. That requires governments at all levels SEATS aims to stimulate investment in transport to work cooperatively to properly identify, plan infrastructure to provide for employment and fund transport infrastructure projects to growth, and the economic and social viability of benefit the whole region. the region. SEATS recognises the need to constantly update That is why SEATS has developed a strategic the economic, social and cultural information in network document that identifies where appro - this report. This will be done over the next two priate infrastructure is needed. An effort has years as part of the biennial review process. been made to provide regional economic infor - mation that SEATS members can use to support This document is intended as a resource for submissions for particular infrastructure completing the SEATS project template and projects using the SEATS project template. An should form part of the strategic argument in overview of most relevant policies and strategies support of projects.

26 A Strategic Transport Network for South East Australia

9. Appendices

9.1: Existing transport network • (Dandenong to Sale) Rail links • (Lang Lang to Leongatha) • Main Sydney to Melbourne rail corridor • Healesville to Koo Wee Rup Road (Koo Wee • Bomaderry to Sydney rail corridor Rup to Pakenham) • Bairnsdale to Melbourne rail corridor • (Dandenong Hastings • Moss Vale to Sydney rail corridor Road) • Canberra to Goulburn • Clyde – Five Ways Cranbourne Road Tourist Routes Road links • Moss Vale Road (Nowra North to Moss Vale) Significant Freight Corridors • Brindabella Road (Tumut to Canberra) • Hume Highway (Sydney-Melbourne) • Kosciusko Road and The (Cooma • to Thredbo) • Federal Highway • (Bairnsdale to • including F6 via ) • Picton Road (Wollongong to Hume • (Anderson to Cowes) Highway) • Wilsons Promontory Road (Meeniyan/Foster • Southern Freeway/Masters Road/Springhill to Wilsons Prom) Road from Gwynneville to Port Kembla Port • • (Albion Park Rail to Hume Highway) Port links • Kangaroo Valley Road • Port Kembla • MR92 (Princes Highway at Nowra to • Eden Nerriga) • Hastings • Kings Highway • Barry Point (Port Anthony) • Tumut to Hume Highway at South Intermodal Terminal links (Gocup Road) • Port Kembla (road, rail, sea) • • Moss Vale (road, rail / enterprise zone • (Bega to Hume Highway) • Hume Highway Distribution Centres Yass, , Goulburn • Imlay Road (Forestry Road) (linking Eden Port to Bombala) • Tarago (road, rail - currently waste only) • (Leongatha to Princes • Eden (road, sea) Highway) • Wagga Wagga (road, rail)

27 SEATS South East Australian Transport Strategy Inc.

• Cootamundra (road rail) • Local Roads – responsibility of Local • Bairnsdale (road, rail) Government with support from Federal and State programs. • Morwell (road, rail) • Port of Hastings (road, rail, sea) In NSW, ‘Regional Roads’ is an additional category - these are maintained by local councils, Air Links – with Regular Passenger supported by annual grant funding from the Traffic (RPT) State Government. • Canberra • Merimbula In Victoria, the system is similar with Freeways and Arterial Roads under the National Nation • Moruya Building Network being funded by both Federal Air links - Non RPT and State Governments, other freeways and arterials being funded by the State Government, • Albion Park (Illawarra RA) and Municipal Roads being funded by Local • Nowra (HMAS Albatross - RAN) Government with assistance from Federal and • Cooma (Snowy Mountain Airports) State Government grants. • West Sale A further category impacting on SEATS Strategic • East Sale (RAAF) Network is roads or tracks within State • Traralgon (Latrobe) Government managed lands, e.g. State Forest, National Parks, Department of Sustainability and Environment, Parks Victoria etc. This is 9.2 Current road categories particularly relevant for transport networks within the network associated with the logging industry.

The Council of Australian Governments Some roads can be subject to part classification, (COAG) signed off on the different categories of such as the Princes Highway. The Princes from roads in Australia in the early 1990s, i.e. which Sydney to Wollongong is part of the National level of government is responsible for each Network, as is MR513 (Mt Ousley/F6 Southern category. Freeway) to Port Kembla, and then the Princes The three categories are: Highway from Sale to Melbourne. The remainder of the Princes Highway is part of the • National Nation Building Network – Federal respective State Networks. Government responsibility; • State Roads – State Government responsi - The following two tables show the status of bility; roads in SEATS’ Strategic Network.

28 A Strategic Transport Network for South East Australia

Table 4: Categories of Roads in NSW in SEATS Strategic Network

29 SEATS South East Australian Transport Strategy Inc.

Table 5: Categories of in SEATS Strategic Network

30 A Strategic Transport Network for South East Australia

9.3 SEATS Current Priority Projects as at 25 March 2013

Port Kembla final concept drawing

Port Kembla Upgrade This is the preferred site to enhance Victoria’s international port capacity. The Victorian Estimated Cost: $660m (Stage 1: $97m) Government’s 2012 submission to Infrastructure Australia highlights that the port could play a Purpose: To reclaim approximately 52 ha of role in the export of natural resources from land within the outer harbour for the construc - Gippsland. tion of seven new berths. The project can be The planning part of the project will prepare for staged and as such will be developed based on construction of the first-stage development and demand. associated transport corridor planning that will Importantly the project will be able to handle the contribute towards more efficient gateways to overflow of containers from Port Botany once port for Gippsland’s natural resources. Port Botany reaches capacity in 2024 or sooner. The Maldon – Dombarton Rail Link is a neces - Kings Highway: Batemans sary part of the transport infrastructure needed to assist with the utilisation of Port Kembla. The Bay – Braidwood Federal Government has committed significant Estimated Cost: $66.1m funds to study this proposal. Purpose: This project involves the reconstruc - tion and realignment of sections of the Kings Port of Hastings Highway between Batemans Bay and west of Estimated Cost: Initially $120m over four Northangera Bridge (east of Braidwood). years, commencing 2012 – 2013 The desired outcome is the provision of consis - tent lane widths of 3.5m minimum with lane Purpose: Planning for and construction of the widening on curves for heavy transport vehicles Port of Hastings as an international container and sealed shoulders width of 1.0-3.0m on both port, including planning for transport links. sides.

31 SEATS South East Australian Transport Strategy Inc.

Princes Highway: Victoria Creek realignment Estimated Cost: $40m

Purpose: To improve the highway alignment and provide a wider bridge. The highway was narrow and had poor align - ment with poor overtaking opportunities. SEATS supports the findings of the Coronial Inquiry of 2008 which indicated that the Highway from Victoria Creek to Dignams Creek should be upgraded in its entirety. This work has now been completed. Princes Highway: Dignams Creek realignment Junction of Kings Highway and Princess Highway at Batemans Bay. Estimated Cost: $1m for ongoing planning. Construction cost yet to be determined.

This will provide sufficient overtaking opportu - Purpose: To realign the road with a new bridge nities to better manage the use of the route by at Dignams Creek. transport vehicles during normal times and peak Investigations into possible realignments are in traffic volumes occurring each week on Friday, progress with possible routes being identified. Saturday and Sunday, as well as throughout the The need for an Aboriginal focus group has been peak summer and school holiday periods. identified. Funding has been allocated for Sub-standard curves need to be realigned to planning increase safety along this length of Highway. In some cases the realignment will require the acquisition of land from private land holders as Gocup Road: well as from National Park. Tumut-South Gundagai This project has been divided into 12 separate Estimated cost: $82.5m projects as follows: • Nelligen East $8m Purpose: Gocup Road is the primary connection • Mongarlowe River to Northangera Creek between Tumut and the Hume Highway at $6.75m South Gundagai. It is: • West of to Mongarlowe • the principal vehicular route for all traffic to River $12m and from Tumut; • West of Northangera Creek $2.375m • the primary heavy vehicle route for over 80% • Old Bolaro Road $4.095m (2.3m t) of manufactured timber products for • Misty Mountain Road $12.915m domestic and export markets; • East of Government Bend $3.308m • increasingly used as a heavy vehicle route for incoming raw materials for timber manufac - • Allards Lane $3.76m turing. • Bosleys Culvert $2.57m The project proposal is to reconstruct the 30.1km • Lyons Road $2.93m length of Gocup Road from Tumut to South • Black Flat Road $3.77m Gundagai to current RTA design standards over • Western Distributor Road $3.5m the next five years.

32 A Strategic Transport Network for South East Australia

Barton Highway Estimated cost: $0.5 billion

Purpose: The Barton Highway provides a strategic transport link to and from the ACT for south-west NSW and Victoria. It also provides a link to the far-south-coast of NSW. The Barton Highway project involves the dupli - cation of 33km of road to provide from the Hume Highway at Yass to the existing dual carriageway at the ACT border. The project includes realignment of the road at a number of existing black spots as well as Overturned truck on the Gocup Road. bypassing the village of . It will improve safety and accessibility to the ACT and allow for further population growth in Picton Road Yass and Murrumbateman. It will stimulate Estimated Cost: $43m significant economic growth in Yass and southern NSW by providing an improved trans - Purpose: Funding provided for safety improve - port link to the nation’s capital. ments has been made available, including line marking, signage, upgrading of selected sections Princes Highway East: of road, and curve and shoulder improvements. Traralgon-Sale Further improvements to alignment, in addition to the current $12m project, are required to Estimated cost: $500m ($175m already address the high incidence of accidents on this allocated) road.

Purpose: This project is to duplicate the 51km section of the Princes Highway from Traralgon Princes Highway: to Sale to provide a four-lane divided highway. Gerringong-Bomaderry Construction has been completed on the first realignment stage of works from Traralgon-Maffra Road to Stammers Road in Traralgon East and Sale to Estimated Cost: $856m Wurruk in the eastern part of the project. Purpose: To realign and widen the Princes Where possible the existing road reserve is being Highway between Mount Pleasant (north of utilised, however additional road reserve will be Gerringong) and the urban area of Bomaderry - required to accommodate a divided road and a distance of 32 km. minimise impact on native vegetation. This upgrade will replace the existing single lane carriageway that crosses the Foxground ridge and has poor horizontal and vertical alignment with little overtaking opportunities with a dual lane carriageway divided in its entire length by various forms of traffic management engineering structures. Already the route has been the subject of exten - sive engineering and environmental analysis and community consultation. Various route options were considered with a final route now having been determined.

33 SEATS South East Australian Transport Strategy Inc.

Princes Highway: Princes Highway East: duplication Nar Nar Goon–Longwarry Estimated cost: $62m Estimated cost: $50m Purpose: To upgrade the existing Princes Highway single carriageway from the southern Purpose: To improve road safety by removal of end of the Nowra residential area, through the remaining unrestricted at-grade access on growing South Nowra industrial precinct, and Princes Highway East between Nar Nar Goon connect to the recently upgraded four-lane and Longwarry North. divided carriageway at Forest Road Falls Creek. This section of the Princes Highway is not access Distance 6.3km. controlled and experiences higher-than-average The project will deliver a divided carriageway crash rates. with a combination of two-three lanes in both a northerly and southerly direction. This configu - The Highway is the backbone of Gippsland’s ration should also deliver adequate options at transport network and provides crucial east- each intersection appropriate to the type of west transportation through the region, catchment (including B-doubles) to be serviced connecting Melbourne to four of Gippsland’s now and into the anticipated future. local government municipalities and to the Some realignment and reconfiguration of side regional cities of Warragul, Moe, Morwell, streets may need to be undertaken to minimise Traralgon, Sale and Bairnsdale. the number of intersections to maximise the priority to through traffic but not to the detri - Traffic volumes on the Highway are increasing ment of providing "last mile" connectivity. and remaining uncontrolled access points may pose a road safety risk. This project is currently under construction. The separation of at-grade intersections at Sand The Princes Highway between Berry and Gerringong. Road, Bunyip-Tonimbuk Road, Garfield Road and Tynong Road, as well as other access-control treatments, would ensure no direct access to the highway from properties or north-south roads, providing freeway conditions for freight.

East West Link

Estimated cost: $10 billion plus ($10 billion was 2008 estimate)

Purpose: To construct a freeway-standard link connecting the Eastern Freeway to CityLink, the Port of Melbourne and the M80 Ring Road.

This would provide critical additional capacity and reduce reliance on the and corridor for critical east-west freight flows across Melbourne.

This would significantly improve Gippsland’s access to markets for natural resources and produce, particularly to the Port of Melbourne.

34 A Strategic Transport Network for South East Australia

Gippsland Logistics Precinct (Morwell)

Estimated Cost: $20 million

Purpose: The Gippsland Logistics Precinct (GLP) comprises the former Gippsland Intermodal Freight Terminal (GIFT) site and adjacent 64 ha industrial precinct. The project is to develop an open access intermodal freight terminal on the GLP to service the growing needs of the Latrobe Valley and Gippsland region.

In 2002, Latrobe City Council purchased the 64 ha site, three kilometres east of Morwell CBD and adjacent to the existing, underutilised Gippsland Intermodal Freight Terminal (GIFT). This was for the strategic purpose of developing Canberra Airport Freight an expanded GLP. Precinct Latrobe City Council has completed an Estimated Cost: Private and corporate Expression of Interest process to source a devel - investment with Federal Government oper/operator for the precinct. encouragement and support.

The GLP is recognised in the Latrobe City Purpose: The Canberra Airport aims to Council Economic Sustainability Study (2011 - maximise its contribution to the region’s 2015) as a key employment zone for Latrobe economy as well as its ongoing development as City. a regional multi-modal transport hub. Development as a freight hub and light indus - It is also recognised in the Victorian Government trial technology park is well advanced. Latrobe Valley Industry and Employment Roadmap and Gippsland Regional Plan as a site of regional significance. South Gippsland Highway: upgrade Lang Lang — Sale Goulburn Intermodal Estimated cost: $56.9m for Sale to Longford, other project costs to be scoped and determined. Estimated Cost: To be advised Purpose: Upgrade the Highway to ‘A’ road Purpose: The NSW Government has approved standard from Lang Lang to Sale, generally establishing major freight hubs with rail and along the existing alignment. The project also Hume Highway access to the northern and includes town bypasses, improvements to southern boundaries of the city of Goulburn. vertical and horizontal alignment, and providing overtaking lanes. Goulburn Airport makes Goulburn the only Current work involves upgrading and flood south east Australian region centre outside the protection on the Sale to Longford section of the Sydney metropolitan area with the capacity to highway (Cox’s Bridge). Works on this section develop a road–rail–air intermodal. are expected to begin by the end of 2013.

35 SEATS South East Australian Transport Strategy Inc.

Tooradin-Baxter Road Estimated cost: Not currently available

Purpose: The road section that is the subject of this proposal links the South Gippsland Highway to the Peninsular Freeway, which is already a very significant connection, and will become even more so in the near future. The impending upgrade of the Port of Hastings and the Stony Point to Cowes car ferry will On the South Gippsland Highway. significantly increase both the volume and size of vehicles using this route. Bass Highway duplication: Lang Lang — Anderson Leongatha Heavy Vehicle Estimated cost: $40m for stage 7 alternative route

Purpose: Duplication (upgrade) of the Purpose: This project seeks to develop a heavy Highway from the South Gippsland Highway at vehicle bypass for Leongatha, the largest town in Lang Lang to the at Anderson. Council has approved the route for the Bass Highway: Leongatha bypass. Anderson-Leongatha The next step is to commence detailed route and Estimated cost: intersection design with VicRoads and to seek Anderson to Wonthaggi $10m-$40m State/Federal Government funding for the project. Wonthaggi to Inverloch $6m-$20m Inverloch to Leongatha $10m-$50m The Victorian State Government has funded a detailed route design, value $270,000. Purpose: The Bass Highway and Phillip Island Road Corridor Study proposes widening a 55km section of the highway to ‘B’ standard with further provision of sealed shoulders (Inverloch to Leongatha) and provision of overtaking lanes (Anderson to Inverloch). Healesville – Koo Wee Rup Rd Estimated cost: $66m ( only)

Purpose: To ultimately provide a freeway standard linkage along the Koo Wee Rup Road corridor from Pakenham Bypass to South Gippsland Highway including a bypass of Koo Wee Rup township. The State Government has funded a $66m project to bypass the township of Koo Wee Rup. This is expected to be completed in late 2015.

36 A Strategic Transport Network for South East Australia

Strategic Study Projects

M92 Beyond Nerriga: Study of alternative routes Estimated Cost of Study: $300,000 now funded by NSW State Government and five SEATS member Councils

Purpose: Crossing of the south west of Nowra is only possible in a limited number of places, with the crossings having varying degrees of suitability for heavy vehicles. Shoalhaven City Council, the NSW RTA with financial assistance from the Federal Government will by 2011 have completed a crossing based on Main Road 92 from Nowra on the coast to Nerriga on the . To complete this major network improvement to connect to the highway corridors beyond Nerriga is now required. Victorian School Bus System

Purpose: To make changes to the Victorian school bus system to allow the carrying of other fare paying passengers. Other supported projects The strategic study has been completed and has Municipal Association Victoria (MAV) and Princes Highway Bega Bypass Gippsland Local Government Network (GLGN) support. Delegate River Bridge Trials have been conducted in Gippsland over the last two years under the School Bus Bibbenluke – Cathcart route Flexibility Project producing eight recommenda - tions. Upgrading of SEATS advocates that these recommendations be adopted and that the Victorian Government Upgrading of Bobeyan Road provides access to school buses for rural Victorians to better facilitate carriage of the Replacement of Bolaro Bridge on general public and post secondary students . Bobeyan Road

37 SEATS South East Australian Transport Strategy Inc.

9.4 Selected Demographic Data

38 A Strategic Transport Network for South East Australia

39 SEATS South East Australian Transport Strategy Inc.

40 A Strategic Transport Network for South East Australia

9.5 Employment Lands Impact of Tourism Report – 2005). About 1.4 million stay at least one night in the Shire.

Cardinia Employment Lands More than half the businesses in the Shire rely The State Government made additional land upon tourism for their income, and over 2,100 available (approximately 2,500 ha) for employ - jobs are directly attributable to tourism. (From ment inside the urban growth boundary in ‘Economic Impact of Tourism Report’, 2005, Cardinia Shire – the Cardinia Employment undertaken by Urban Enterprise Pty Ltd.) Lands - located south of the Pakenham Bypass, Two-thirds of the visitors come from Melbourne, between Pakenham and Officer (approx 55km with an increasing number taking advantage of SE of Melbourne’s CBD). the improving access from the south eastern They are expected to eventually provide jobs for suburbs. up to 50,000 people. A number of high profile attractions are located within the Shire, such as the world famous Cardinia Road Employment Precinct Penguin Parade and the Grand Prix Circuit on (CREP) is a 602 ha parcel of land within the Phillip Island. Both attract hundreds of Cardinia Employment Lands, near Pakenham. thousands of visitors each year. While the Grand That has been earmarked as a key regional Prix circuit has huge peaks, e.g. over 100,000 employment precinct. people over a Moto GP weekend, the Penguin Parade has steady visitation all year, with a high Cardinia Shire Council has endorsed the struc - proportion of coach traffic. ture plan for CREP. This blueprint is designed to create more than 15,000 jobs, including over Visitation to Phillip Island and Bass Coast in 10,000 white and green collar jobs. general has been increasing steadily each year, particularly as Inverloch and other coastal towns South East Business Park become more popular. South East Business Park is a ready-to-go. 165 ha Phillip Island’s main attractions are: green field site in Cardinia. • Motor sport: Three main events through the Council expects up to 4,000 new jobs to be gener - year - Moto GP, World Superbikes and V8 ated in the business park within the next 10-15 Super Cars. There is also a swag of second years. tier events through the year. • Penguin Parade and other attractions: The Phillip Island Nature Park attractions alone bring over one million visitors annually. The Penguin Parade brings many coaches to the 9.6 Local Tourism Island which places additional load on the road infrastructure.

Bass Coast Wonthaggi has also grown into a substantial Spectacular coastal views and a significant commercial hub in recent years. The construc - increase in the variety and quality of tourism tion of the Desalination Plant in 2009–2011 product in the region leads to an expectation of added to the traffic load. continuing strong growth in the industry. Significant progress is also being made towards Eurobodalla a vehicular ferry joining the to Cowes. Tourism in the Eurobodalla Shire generated $426m from 1.288 million visitors in 2008. Tourism is worth an estimated $443m annually to Bass Coast Shire. It attracts over 3.4 million This is equivalent to sustaining an estimated visitors annually, of which 94% visit Phillip 2,900 jobs. The vast majority of these visitors Island, and spend around $443 million in the came via the Kings and Princes Highways. Shire annually (data taken from Economic SEATS Strategic Network 2012, p.56

41 SEATS South East Australian Transport Strategy Inc.

9.7 The Lang Lang region contains significant sand Local agriculture, forestry and mining resources, making it of State economic impor - tance. As sand supplies are depleted from Bass Coast Melbourne’s current sources, increasing reliance will be made on the sand from the Lang Lang Agriculture in Bass Coast is worth approxi - area. mately $107m annually, nearly half from dairy ($47m) followed by cattle and calves ($33m) and As a consequence of sand extraction, consider - snow peas ($10m). able traffic passes through the Lang Lang town centre. With new sand extraction operations Bass Coast, as with much of Gippsland, is well starting in Cardinia and South Gippsland Shires, placed to become an even more important truck volumes through the township will player in the agricultural sector. Climate change increase to an estimated 600 trucks per day. This is likely to impact less on the Bass Coast than on will impact on safety, loss of amenity and the many other regions around Australia, and it has failure of local roads never constructed for such a high proportion of good quality farmland. intense truck traffic A secure water supply plus proximity to major Cardinia Shire Council continues to advocate for distribution points will stand the Bass Coast in State funding for a Lang Lang Bypass. Council is good stead, particularly when global food supported in its advocacy by the community, production will struggle to meet demand in neighbouring municipalities, Vic Roads, SEITG, coming years. In addition, duplication of the Department of Infrastructure and the mining highway to Melbourne is progressing well. industry. There are 504 businesses in Bass Coast agricul - ture, forestry and fishing with a combined NSW Princes Highway and turnover of more than $1m. Those employed in Kings Highway that sector dropped by 13.7% between 1996 and The road network must achieve a balance 2006 of 13.7%, a significant reduction. between commuter, tourism and freight needs. Two roads that demonstrate this need are HW1 Cardinia Princes Highway and MR51 Kings Highway. VicRoads recently acknowledged that the Both roads form part of SEATS’ strategic trans - upgrading of Healesville -Koo Wee Rup Road is port network; both are vital for regional tourism the best option for providing a freeway type link and for connecting local communities socially between the South Gippsland Highway and the and economically. Princes Highway and is currently undertaking a detailed planning study. This study is to upgrade of the entire corridor between South Gippsland and the , which includes bypassing Koo Wee 9.8 Selected crash data Rup township in Cardinia Shire. This bypass would significantly improve access to markets The following graphs show that, in the main, for primary produce, especially asparagus. (The both the Princes Highway (between Yallah and region supplies 80% of Australia’s asparagus the Victorian border) and the Kings Highway and is a significant export industry.) have a crash rate below the regional average for roads of these types. The bypass would also increase access to the Cardinia Employment Lands, Pakenham for However, the Kings Highway crash rates peak in shopping, and tourist destinations such as Queanbeyan and on the Clyde Mountain. The Phillip Island. It would also take heavy traffic peak in Queanbeyan is due to it being in a dense out of Koo Wee Rup township and increase urban area, while the peak on Clyde Mountain amenity and safety for local residents (9,600 demonstrates the challenges associated with vehicles per day currently pass through Koo maintaining road safety in a difficult topograph - Wee Rup including 1,150 trucks and buses). ical environment.

42 A Strategic Transport Network for South East Australia

43 SEATS South East Australian Transport Strategy Inc.

44 A Strategic Transport Network for South East Australia

45 SEATS South East Australian Transport Strategy Inc. SEATS members

AECOM; Queanbeyan City; ATA NSW; RDA – ACT Committee; Bass Coast Shire Council; RDA – Far South Coast Committee; Baw Baw Shire Council; RDA – Southern Inland Committee; Bega Cheese; Roads ACT; Bombala Shire Council; Shellharbour City Council; Canberra Airport; Shoalhaven City Council; ; Cooma- Council; Shire Council; Dyers Gippsland Transport; Softwoods Working Group; East Gippsland Shire Council; South East Truck Safety Committee; Eurobodalla Shire Council; South Gippsland Shire Council; GHD-Morwell; Southern Councils Group; Goulburn-Mulwaree Council; Shire Council; Grenda Transit Management; Council; Kiama Municipal Council; Council; Latrobe City; VicRoads; Monash University, Gippsland Campus; VicTrack; Murray Goulburn Co-operative Co. Ltd; ; NatRoad Ltd; NRMA; Wellington Shire Council; NSW Roads and Maritime Services; Wollongong City Council. ; Associate Members: Port Kembla Port Corporation; Ralf Kastan (Kastan Consulting); Port of Hastings Development Authority; Sanmar Consulting Group.

www.seats.com.au

46 A Strategic Transport Network for South East Australia Acknowledgements

The South East Australian Strategy Inc (SEATS) gratefully acknowledges the following people who gave valuable assistance in preparing this document:

Rob Ashworth Then Economic Development Manager, Wellington Shire Council Robyn Brown Assistant to Director of Infrastructure and Services at Eurobodalla Shire Council David Byrne Director of Engineering Services, Cooma-Monaro Shire Council and Secretary/Treasurer SEATS Paul Cockram Palerang Councillor and graphic designer Sarah Cooper Manager Economic Development, Eurobodalla Shire Council Harvey Dinelli Then Manager Program Development VicRoads Eastern Division Peter Francis Manager Economic Development, Bass Coast Shire Council Ken Fraser Manager Economic Development, South Gippsland Shire Council Vicki Hale Then Assistant to Economic Development Manager, Shoalhaven City Council Rob Howse Project Officer, NatRoads Ltd Ralf Kastan Principal, Kastan Consulting Jill Lewis Then NSW Manager, NSW ATA Trish McClure Then Manager Road Safety and Traffic Management NSW Roads and Traffic Authority Graeme Middlemiss Councillor Latrobe City Council and Public Officer of SEATS Greg Miller Then Assistant Roads Engineer, Tumut Shire Council and SEATS Executive member Laurelle Pacey Freelance writer, Pacey Media Greg Pullen Manager Economic Development, Shoalhaven City Council and SEATS Executive member Barry Russell Former Chairman PHocus Working Party Alan Scarlett Campus Manager and Executive Officer to Pro-Vice Chancellor, Monash University Gippsland Campus Warren Sharpe Director Infrastructure and Services, Eurobodalla Shire Council Bob Stewart General Manager, Tumut Shire Council Chris Vardon OAM Executive Officer, SEATS Sue Whelan Councillor Queanbeyan City Council and Chairman SEATS David Wilkinson Economic Development Manager, City of Casey Mark and Sandy Principals, Sanmar Consulting Williams SEATS South East Australian Transport Strategy Inc. References

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48 A Strategic Transport Network for South East Australia

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49 SEATS South East Australian Transport Strategy Inc.

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50 A Strategic Transport Network for South East Australia

Victorian State Government Department of Transport, ‘The Victorian Transport Plan’ , 2008 http://www.transport.vic.gov.au/__data/assets/pdf_file/0013/31342/vtp.pdf Victorian State Government Department of Transport, ‘Victorian Freight and Logistics Plan’, (expected completion early 2013) http://www.transport.vic.gov.au/freight/freight-projects-and-initiatives/victorian-freight-and-logistics-plan VicRoads, ‘Strategic Directions 2012 – 2014’ http://www.vicroads.vic.gov.au/NR/rdonlyres/F26D56B6-6BF1-4F6F-8610-97988E407057/0/VicRoadsStrategicDirections20122014.pdf VicRoads, ‘Victoria's Road Safety Action Plan 2011-2012’ http://www.vicroads.vic.gov.au/NR/rdonlyres/F9E7CB70-A724-4DC8-8541-BF39011CFB3B/0/FINALACTIONPLANWEB.pdf VicRoads, ‘Victorias Arterial Bridges – Critical links for transport efficiency’ http://www.vicroads.vic.gov.au/NR/rdonlyres/14DD4C2E-2A70-43AB-BA6E-16D17BD19C37/0/VicArterialBridges.pdf VicRoads, ‘A Stitch in Time – Victoria’s Road Maintenance Strategy’, 1993 http://www.vicroads.vic.gov.au/Home/Moreinfoandservices/RoadManagementAndDesign/StrategyAndPrograms/VictoriaRoad MaintenanceStrategy.htm SEATS

51 Executive Officer Chris Vardon OAM

PO Box 2106 MALUA BAY NSW 2536

Phone: 02 4471 1398 Fax: 02 4471 3741 Mobile: 0413 088 797

email: [email protected]

South East Australian Transport Strategy Inc.