Outline of Opening Presentation

PART B SUBMISSION – RAIL PROJECTS VICTORIA

OUTLINE OF OPENING PRESENTATION

Introduction

1 This outline has been prepared in respect of RPV’s opening presentation to the Advisory Committee.

2 It should be read in conjunction with RPV’s Part A Submission1 and adopts the defined terminology contained therein.

RPV and its Role in Delivering the Project

3 RPV is an administrative office within the Department of Transport.

4 It is responsible for obtaining the applicable statutory approvals for the full Project and for the delivery of Stage 1. Arrangements for the delivery of Stage 2 are subject to Government decision-making. Upon the completion of the construction and commissioning of Stage 1, V/Line will become responsible for the ongoing operation and maintenance of the train services and infrastructure delivered by Stage 1.

The Structure of RPV’s Case

5 It is the task of RPV to assist the Advisory Committee in preparing a report in response to its Terms of Reference and to provide such information as required. To this end the Advisory Committee has a substantial amount of information before it, including the Greater Geelong Planning Scheme, the exhibited material, and the material produced for the hearing. The Advisory Committee has also conducted an accompanied inspection of the subject land and the Maddingly facility as a useful comparison for Stage 1. It is not intended that all of this background will be reproduced or dealt with exhaustively for the opening presentation.

6 Rather, it is to be noted that RPV’s case before the Advisory Committee comprises the following parts:

1 Filed in accordance with the Advisory Committee’s directions on 28 January 2020.

(a) The exhibited PSA and accompanying technical reports;

(b) The Part A Submission filed on 28 January 2020, along with:

(i) the Project Outline and Rationale memorandum (Annexure A);

(ii) the ‘Day 1’ working draft of the Incorporated Document (Annexure B);

(iii) the tabular response to submissions prepared by RPV in respect of the Amendment (Annexure C);

(iv) the draft Noise Management Plan prepared in respect of the Project (Annexure D); and

(v) the Site Investigation Summary Report (as filed in advance of the hearing);

(d) This opening presentation (Part B Submission) along with:

(i) an updated working draft of the Incorporated Document and NMP (‘Day 2’ versions); and

(e) RPV’s Reply which will be made at the conclusion of the hearing, the form and content of which will depend on the submissions and material produced by others during the hearing.

7 RPV will continue to update the proposed planning control in response to matters raised in submissions and in evidence. RPV is also willing to consider timely suggestions from other submitters in case they are supportable, or alternatively, require a specific response in reply. RPV anticipates consolidating further revisions in a third working draft of the proposed control to be tabled at the conclusion of the hearing.

The Project

8 A description of the Project is contained in paragraphs [18] – [28] of RPV’s Part A Submission. A description of the Project in the context of the needs of the Regional Rail Network will be provided by Mr McKeown.

9 For present purposes it is pertinent to note that:

(a) Stage 1 is designed to meet the immediate needs of the network in providing additional stabling capacity to the Geelong Line. It is anticipated that it will be

delivered in the short term (by 2022) and that it will be comparable in scale and operation to the facility visited by the Advisory Committee on Day 1 of the hearing at Maddingly.

(b) Stage 2 will introduce maintenance capacity to the Geelong Line as well as a substantial further increase in stabling capacity. It will complement (but is not dependent upon) the duplication of the Geelong Line between Geelong and Waurn Ponds and is broadly comparable in operation (if not in scale) to the stabling and maintenance facility operated by Metro Trains in Pakenham. The timing for the delivery of Stage 2 has not been determined and will be subject to further Government decision-making.

(c) A distinction is drawn in the proposed planning controls between the Project Land2 and the Wider Project Land.3 Whereas the Project Land will accommodate the physical infrastructure that is directly associated with the Project, the Wider Project Land is designed to accommodate infrastructure that is incidental to the Project (principally in the nature of signage and signals).

(d) The proposed planning control does not incorporate or refer to the concept design. This is appropriate in this case as the role of the concept design is to inform the preparation of the amendment and, in particular, the land area and mapping requirements of the amendment. The concept design is obviously not prepared to include the design and development detail that will accompany statutory approval. However, in combination with the exhibited material and expert assessments, the concept design provides a sound basis for assumptions to be made and, critically, to show how the facility will meet network need. The utilisation of a concept design is appropriate in this instance given the nature of the facility, the general uniformity of rail infrastructure assets, the operational and functional constraints that necessarily inform the design and operation of stabling and maintenance facilities, the conservative nature of the impact assessments, and the safeguards that are incorporated within the PSA.

2 Meaning the land required to accommodate the Facility, being the land 350 metres south of the rail corridor between Pettavel Road and Bogans Lane on the property situated at 255 Reservoir Road, Waurn Ponds. 3 Meaning all of the land required for the delivery of ancillary infrastructure and associated construction activity.

Overarching Propositions

10 An overview of RPV’s position is contained in paragraphs [6] – [17] of its Part A Submission.

11 The following overarching propositions are noted for present purposes:

Societal Need

12 In this presentation RPV describes the importance of both stages of the proposal to support the function and development of the Regional Rail Network in the short term and to support future generations. It is properly characterised as a component of a broader infrastructure, critical to the social and economic health of the State, and to meeting public need.

13 The societal need for a project is a touchstone in many planning decisions. It is recognised, in this respect, that:

The concept of net community benefit is a manifestation of the traditional test of ‘need against detriment’ which has been consistently applied for many years. In broad terms, the proposition is that the absence of need does not justify the refusal of a permit, however, the presence of need may well justify the grant of a permit.’4

14 It is trite but important to recognise that, whilst societal need is regularly identified as a factor supporting the grant of planning permission (be it in the form of a planning scheme amendment or planning permit), not all projects that advance societal needs do so to the same degree.

15 Indeed, as the Tribunal recognised in Tulcany v Knox City Council:5

Need is a fundamental concept in town planning, because town planning is essentially concerned with shaping our physical environment to meet the social economic and environmental needs of the community. However in individual development applications the role of need is complex. At one end of the scale, there are ubiquitous land uses in relation to which the Tribunal has said that need is not a matter for the planning system, rather it is a matter for the competitive market place. On the other hand there are important community based uses where the Tribunal has found that the need for the use can outweigh other important, and ordinarily

4 Cabrini Property Association v Stonnington City Council and Others [2000] VCAT 483 (29 January 2000) at [80]. See also Shell Company of Australia Pty Ltd and Ors v City of Frankston and Anor 8 APAD 127 at 135. 5 [2003] VCAT 1627 at [11] – [15].

decisive, planning considerations. An often quoted example of this latter case is the helipad at the Alfred Hospital. Nevertheless, there is a middle ground in which need may not be a decisive factor in the case of an individual development application, but will be a factor which influences the balances to be struck between competing planning policy consideration. An example of this is the retirement village permitted by the Tribunal in Cotham Road Pty Ltd v Boroondara City Council [2003] VCAT 795... 6

16 For the reasons outlined below, there can be little doubt that the Project sits at the very upper end of the spectrum of need identified in Tulcany. This must count heavily in favour of the Project and inform the manner in which the Advisory Committee assesses and balances the competing interests at issue in this amendment.

The Project has State-wide Significance

17 That the Regional Rail Network constitutes critical infrastructure of state significance is beyond contention. It performs both passenger and freight functions, playing a pivotal role in facilitating the movement of people and goods throughout the State. Its efficient and effective operation is vital to the realisation of many of the core strategic planning objectives that apply within Regional Victoria.

18 As the Project Outline and Rationale memorandum demonstrates, the proposed facility will constitute an important component of that network. Its benefits are best understood having regard to its potential to improve the capacity, efficiency and redundancy of the network generally, and the Geelong Line more specifically:

Capacity Uplift

(a) The Geelong line has the highest demand and frequency of any regional train line and has experienced the highest rate of growth over the past ten years;

(b) V/Line utilises approximately one third of the entire V/Line fleet to service the current demand on the Geelong Line;

(d) The existing stabling facilities in Geelong are presently operating at capacity and are otherwise constrained in terms of their functionality;

6 Ibid. at [11] – [15].

(e) New facilities are clearly needed as in the short, medium and longer terms to meet the existing and anticipated demand for services within and around Geelong;

Efficiency Uplift

(f) The present configuration of the Geelong Line leads to considerable ‘dead running’ as a consequence of the need to run empty trains between Waurn Ponds and the existing Geelong stabling facilities;

(g) These inefficiencies would be substantially reduced as a consequence of locating stabling facilities at the termination of the commuter line in Waurn Ponds;

(h) Further inefficiencies arise as a consequence of the Geelong Line not accommodating maintenance facilities (with trains presently needing to be serviced at either the Ballarat East or West Melbourne maintenance facilities);

(i) The introduction of a maintenance facility in Waurn Ponds would address this network deficiency;

(j) The capacity to co-locate maintenance and stabling functionality within the same facility would also allow for maintenance to occur whilst trains are out of service;

Redundancy (k) The provision of additional maintenance and stabling facilities introduces redundancy to the network as a whole, given the capacity for the facility to lessen demand for the provision of maintenance and stabling services in comparable facilities located elsewhere within the network, and to service different elements of the fleet as and when required;

(l) The facility would also be designed to accommodate future rolling stock that could not be serviced within existing facilities (given functionality and layout constraints), and by so doing, future-proof the network.

19 That the PSA concerns public transport infrastructure of state significance has important ramifications in respect of the assessment of net community benefit and of the planning merits of the amendment more generally:

(a) The Project cannot be considered optional or incidental. Its provision is instead critical to the operation of the Regional Rail Network and to meeting the existing

and anticipated demand for public transport services within Geelong. If the facility is not provided on this site it will need to be provided on another site in the vicinity of Waurn Ponds.

(b) The planning horizon to be adopted by the Advisory Committee in its assessment must recognise that the facility will operate over a period of many decades. Victoria already relies heavily on rail infrastructure dating back more than a century. It is accordingly important that the facility be located on a site that can accommodate the changing needs of the fleet and of the network over time, and that the applicable planning controls also make provision for this.

(c) It is equally important that the planning controls address both the shorter-term needs of the network (Stage 1) as well as its medium- to longer-term needs (Stage 2). This provides certainty to surrounding land uses and facilitates the orderly development of nearby land. It will also inform future investment and related decision-making in respect of the Geelong Line and the network as a whole.

(d) Given the nature of the proposed infrastructure, and its operational and functional requirements, the Project will necessarily result in localised amenity impacts. As in the case of other large infrastructure projects, an important question in this case is accordingly whether the planning controls contain adequate safeguards to ensure that those impacts are properly assessed, and that reasonable and practicable amelioration measures are put in place prior to the operation of the facility.

The PSA is Consistent with the Transport System Objectives under the Transport Integration Act 2010 (Vic)

20 The TIA contains important principles that should inform the Advisory Committee’s assessment of the Project.

21 It is noted in this respect that:

(a) The purpose of the TIA is ‘to create a new framework for the provision of an integrated and sustainable transport system in Victoria consistent with the vision statement’.7 The vision statement, in turn, is that ‘[t]he Parliament recognises the

7 Section 3.

aspirations of Victorians for an integrated and sustainable transport system that contributes to an inclusive, prosperous and environmentally responsible State.’

(b) Planning authorities under the PE Act are identified as ‘interface bodies’ for the purposes of the TIA.8 The PE Act is similarly characterised as ‘interface legislation’ for the purposes of the TIA.9

(i) ‘have regard to the transport system objectives’ specified in the TIA ‘when exercising powers and performing functions under any interface legislation which are likely to have a significant impact on the transport system’;10 and

(ii) ‘have regard to the decision making principles in making decisions under any interface legislation which is likely to have a significant impact on the transport system’.11

(d) The ‘transport system objectives’ and ‘transport decision making principles’ are set out within Divisions 2 and 3 of Part 2 of the TIA respectively. They relevantly address considerations of social and economic inclusion,12 economic prosperity,13 environmental sustainability,14 and the integration of transport and land use.15

(e) Of particular relevance to this application are the objectives that:

(i) The ‘transport system should facilitate economic prosperity by … increasing efficiency through reducing costs and improving timeliness’;16

(ii) The transport system should ‘facilitate network-wide efficient, coordinated and reliable movement of persons and goods at all times’17 and ‘maximise

8 See s 3. 9 Ibid. 10 See s 25(1). 11 See s 25(2). 12 See s 8. 13 See s 9. 14 See s 10. 15 See s 11. 16 See s 9(b). 17 See s 12(1).

the efficient use of resources including infrastructure, land, services, and energy’;18

(iii) The ‘transport system and land use should be aligned, complementary and supportive and ensure that … transport infrastructure and services are provided in a timely manner to support changing land use and associated transport demand’;19

(iv) The ‘transport system should provide for the effective integration of transport and land use and facilitate access to social and economic opportunities’;20 and

(v) Without limiting the generality of the preceding objective, ‘the transport system should improve the amenity of communities and minimise impacts of the transport system on adjacent land uses.’21

22 The consistency of the Project with the broader strategic planning context is described in paragraphs [58] – [95] of the Part A Submission and in the evidence of Mr McGurn.

The Provision of the Facility in Waurn Ponds Constitutes Orderly Planning

23 The operational benefits of locating the facility at the termination of the commuter train service in Waurn Ponds have been identified above and are described in greater detail in the Project Outline and Rationale memorandum.

24 It is noted, more generally, that historically facilities of this type have been located within or in close proximity to the centre of rural townships, wherein there is:

(a) a greater potential for land use conflict to arise; and

(b) limited capacity to modify or expand the facility over time to meet the changing needs of the network.

25 That the Project land is situated within a predominantly rural setting, that is also characterised (at least to some degree) by intensive industrial operations and by the existing train line, offers considerable advantages over the majority of the existing facilities on the network. In particular:

18 See s 12(2)(b). 19 See s 11(3)(c). 20 See s 11(1). 21 See s 11(4).

(a) The physical separation of the Project land from densely urbanised environments means that the proposed facility will interact with relatively few neighbouring properties when compared to many other stabling and maintenance facilities situated on the network; and

(b) The size of the Project land, and the absence of development constraints, will allow it to respond over time to the changing needs of the network and to accommodate growth in demand over time.

26 The location of the facility is also consistent with the proposed expansion of the Geelong township boundary. Indeed, consistent with the case advanced by Boral before the Amendment C395 Panel (as supported by the Victorian Planning Authority), the provision of the facility on the Project land supports the Boral land being considered as a future growth opportunity within the Settlement Strategy.

The Subject Land is well-suited for the purpose

27 In addition to the factors identified above, the Project land possesses a number of other attributes that make it a suitable candidate for the facility. These relevantly include:

(a) Its proximity to the railway line;

(b) Its alignment relative to the railway line;

(d) Its topography and dimensions.

28 Whilst of limited direct relevance to this assessment process, it is important to recognise by way of background that the Project land was selected following a comprehensive site-selection process. That process was thorough and methodical and further demonstrates the suitability of the site as an appropriate location for the proposed facility.

Issues raised in Submissions 29 RPV will update its tabular response to submissions (Appendix C to the Part A Submission) to address the expert evidence filed with the Advisory Committee and matters raised in submissions.

30 It will call expert evidence in respect of many of the issues raised most frequently in submissions, including in respect of the noise, lighting and visual amenity impacts of the Project.

31 The following matters are noted for present purposes:

Agricultural Impact

32 The Project will result in the loss of up to 61 hectares of productive agricultural land (being the area of land over which the PAO is proposed to apply).

33 Mr Stephens’ assessment demonstrates that this constitutes only a marginal reduction in the agricultural land base of the region and that this would not materially impact regional or local productivity.

34 RPV anticipates that the core concern in submissions pertains to the occupation of the Project land, and the impacts on the existing farm.

35 Such concerns are legitimate and understandable. The repurposing of land for public use frequently causes disruption to existing ownership and occupation. The legislative scheme anticipates this.

36 The impact on the individual is also properly characterised as a social effect, albeit affecting one land-holding. This is a factor to be weighted in the assessment of net community benefit. RPV does not contend that the effects in this case are not real or substantial. However, it is submitted that this is a case where the direct detrimental impacts are offset by broader community benefit, and in the knowledge that a facility of this scale will require land acquisition wherever it falls.

37 This leaves the question of ongoing occupation and use during Stage 1 and potentially during Stage 2. This question must also be understood with consideration of the assessment of compensation. The occupiers’ entitlement to compensation under the Land Acquisition and Compensation Act is not limited to market value of the acquired land. Accordingly, any such claimed impacts will be addressed pursuant to a separate statutory process.

38 RPV recognises that this is a situation where there is room for co-operation with the occupiers, subject to agreement. A range of possibilities can be worked through. However, these are not matters for provision in the proposed planning control. Through

the relevant representatives RPV will ensure a case managed response in consultation with the landowner provided that the options considered achieve acceptable outcomes for the occupiers and for the safe operation of the rail infrastructure. The time lag between Stage 1 and Stage 2 may prove material here. However, it would not be in the broader community interest to delay adequate provision and approval of Stage 2. This is a matter best-resolved between the parties.

Impact Assessments

39 RPV commissioned a range of expert assessments to inform the preparation of the PSA and to assess the likely impacts of the Project. These relevantly included:

(a) Planning Report – AECOM, June 2019;

(b) Planning Report – AECOM, June 2019 Appendix A;

(d) Lighting Planning and Recommendations – AECOM June 2019;

(e) Social Impact Assessment – Public Place, June 2019;

(f) Stormwater Management Plan – AECOM, June 2019;

(g) Transport Impact Assessment – onemilegrid, June 2019;

(h) Agricultural Impact Assessment – Ag-Challenge Consulting Pty Ltd, June 2013;

(i) Bushfire Assessment and Development Report – Terramatrix, June 2019;

(j) Noise Assessment – AJM, June 2019;

(k) Landscape and Visual Assessment – AECOM, June 2019; and

(l) Consultation Report – Rail Projects Victoria, June 2019.

40 Many of those assessments have been updated in expert evidence or have otherwise been the subject of peer review as part of this hearing process. That said, RPV has not sought to lead further evidence in respect of the social impact of the Project or in respect of bushfire risk.

41 It continues to rely, in these respects, upon the assessments completed by Glen Weston of Public Place (in respect of social impact), and by John Eastwood & Amalie Tibbits of Terramatrix (in respect of bushfire risk).

The Proposed Planning Controls

42 The operation of the proposed planning controls is described in paragraphs [40] – [51] of the Part A Submission.

43 The following matters are noted for present purposes:

The ‘Day 2’ Working Draft

44 RPV submitted a working draft of the incorporate document as an appendix to its Part A Submission. That version of the incorporated document, labelled the ‘Day 1’ working draft, relevantly reformulated and strengthened the provisions of the incorporated document concerning the preparation of the Environment Management Framework. A more detailed description of the changes incorporated within the Day 1 working draft is contained within paragraph [102] of the Part A Submission.

45 The ‘Day 2’ working draft of the incorporated document (attached to this outline) has been prepared in response to recommendations made by expert witnesses and to matters identified during the site inspection. It incorporates modifications that provide further clarity concerning the contents and operation of the Environment Management Framework (during both construction and operation).

46 The NMP has also been updated to address the matters identified by Mr Tardio in his expert witness statement.

The PAO

47 Pursuant to s 5(1) of the Land Acquisition and Compensation Act an ‘acquiring authority must not commence to acquire any interest in land … unless the land has first been reserved by or under a planning instrument for a public purpose’.

48 The introduction of the Public Acquisition Overlay is accordingly a statutory precursor to the acquisition of the land for the purposes of the facility.

49 The PAO has been applied over the entirety of the Project land. As demonstrated by the concept design, this land is anticipated to be required to accommodate the physical infrastructure of Stages 1 and 2 of the Project.

50 The PAO is also proposed to apply to part of the wider project land, being that part of 255 Reservoir Road that extends 50 metres north of the rail corridor. It is proposed to

apply the PAO to this area to facilitate a relocated farm laneway crossing of the rail corridor as part of Stage 2. As stated within the planning report exhibited with the amendment, it is anticipated that only a small portion of this wider project land will be required, subject to the determination of the ultimate location of the relocated crossing as part of Stage 2 of the Project. Whilst this solution will most likely be in the proximity of the Pettavel Road boundary of the site, the approach to the PAO allows for other solutions to be developed with the landowner if required.

Chris Townshend Barnaby Chessell Counsel for RPV Instructed by Ashurst

19 February 2020

Waurn Ponds Stabling & Maintenance Facility

PART B OPENING PRESENTATION – SUPPORTING MATERIALS

Index of Documents

1. GLSAC Terms of Reference

2. Planning and Environment Act 1987 (Vic) – sections 3A, 4, Part 4A

3. Transport Integration Act 2010 (Vic) – Part 2, Division 1-5

4. Land Acquisition and Compensation Act 1986 (Vic) – Part 2, Division 2

5. Plan Melbourne Outcome 7

6. State and Regional Planning Provisions – cl 11.01-1S, 11.01-1R, 11.02.1S, 18.01-S, 18.01-2S, 18.01-2R, 18.02-2S

7. Geelong Planning Scheme cl 21.01, 21.02

8. Amendment C395 - City of Greater Geelong Settlement Strategy, October 2018, Figure 3: Greater Geelong Housing Framework Plan - 2036

9. Regional Development Infrastructure Plan

10. Referral Authority Responses

11. Slide Presentation – Jonathan McKeown

12. Slide Presentation – Site Selection

13. Tulcany v Knox CC [2003] VCAT 1627

14. Day 2 working draft Incorporated Document

15. Day 2 working draft Noise Management Plan

AUSTRALIA\SOWE\659395668.01

Planning and Environment Act 1987 No. 45 of 1987 Part 1—Preliminary

S. 3AB 3AB Order in Council specifying income ranges inserted by No. 47/2017 (1) The Governor in Council, on the recommendation s. 4. of the Minister, by Order published in the Government Gazette, may specify— (a) a range of household income as a very low income range; and (b) a range of household income as a low income range; and (c) a range of household income as a moderate income range. (2) An Order under this section may specify a range of household income as a very low income range, a low income range or a moderate income range by reference to statistical data published by the Australian Bureau of Statistics. S. 3A 3A Transport Integration Act 2010 inserted by No. 6/2010 s. 25(5)(Sch. 2 This Act is interface legislation within the item 10.1) (as meaning of the Transport Integration Act 2010. amended by No. 45/2010 s. 6).

4 Objectives (1) The objectives of planning in Victoria are— (a) to provide for the fair, orderly, economic and sustainable use, and development of land; (b) to provide for the protection of natural and man-made resources and the maintenance of ecological processes and genetic diversity; (c) to secure a pleasant, efficient and safe working, living and recreational environment for all Victorians and visitors to Victoria;

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(d) to conserve and enhance those buildings, areas or other places which are of scientific, aesthetic, architectural or historical interest, or otherwise of special cultural value; (e) to protect public utilities and other assets and enable the orderly provision and co-ordination of public utilities and other facilities for the benefit of the community; (f) to facilitate development in accordance with the objectives set out in paragraphs (a), (b), (c), (d) and (e); (fa) to facilitate the provision of affordable S. 4(1)(fa) inserted by housing in Victoria; No. 47/2017 s. 5.

(g) to balance the present and future interests of all Victorians. (2) The objectives of the planning framework established by this Act are— (a) to ensure sound, strategic planning and co-ordinated action at State, regional and municipal levels; (b) to establish a system of planning schemes based on municipal districts to be the principal way of setting out objectives, policies and controls for the use, development and protection of land; (c) to enable land use and development planning and policy to be easily integrated with environmental, social, economic, conservation and resource management policies at State, regional and municipal levels;

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(d) to ensure that the effects on the environment are considered and provide for explicit consideration of social and economic effects when decisions are made about the use and development of land; (e) to facilitate development which achieves the objectives of planning in Victoria and planning objectives set up in planning schemes; (f) to provide for a single authority to issue permits for land use or development and related matters, and to co-ordinate the issue of permits with related approvals; (g) to encourage the achievement of planning objectives through positive actions by responsible authorities and planning authorities; (h) to establish a clear procedure for amending planning schemes, with appropriate public participation in decision making; (i) to ensure that those affected by proposals for the use, development or protection of land or changes in planning policy or requirements receive appropriate notice; (j) to provide an accessible process for just and timely review of decisions without unnecessary formality; (k) to provide for effective enforcement procedures to achieve compliance with planning schemes, permits and agreements; (l) to provide for compensation when land is set aside for public purposes and in other circumstances.

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Part 5—Compensation

98AA Definitions S. 98AA inserted by In this Part— No. 86/1989 s. 17. occupier does not include a committee of management; owner does not include an owner within the meaning of paragraph (c) or (d) of the definition of owner in section 3. 98 Right to compensation (1) The owner or occupier of any land may claim compensation from the planning authority for financial loss suffered as the natural, direct and reasonable consequence of— (a) the land being reserved for a public purpose under a planning scheme; or (b) the land being shown as reserved for a public purpose in a proposed amendment to a planning scheme of which notice has been published in the Government Gazette under section 19; or (c) a declaration of the Minister under section 113 that the land is proposed to be reserved for a public purpose; or (d) access to the land being restricted by the closure of a road by a planning scheme. (2) The owner or occupier of any land may claim compensation from a responsible authority for financial loss suffered as the natural, direct and reasonable consequence of a refusal by the responsible authority to grant a permit to use or develop the land on the ground that the land is or will be needed for a public purpose.

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(3) A person cannot claim compensation under subsection (1) if— (a) the planning authority has purchased or compulsorily acquired the land or part of the land; or S. 98(3)(b) (b) a condition on the permit provides that amended by No. 7/2018 compensation is not payable; or s. 12(1).

S. 98(3)(c) (c) the land has been, or is required to be, inserted by No. 7/2018 provided to a development agency or the s. 12(2). collecting agency under section 46GV(4); or S. 98(3)(d) (d) the land has been, or is to be, acquired by a inserted by No. 7/2018 development agency in accordance with an s. 12(2). approved infrastructure contributions plan. (4) The responsible authority must inform any person who asks it to do so of the person or body from whom the first-mentioned person may claim compensation under this Part. S. 98(5) (5) In this section, land being reserved for a public inserted by No. 7/2018 purpose under a planning scheme does not s. 12(3). include land referred to in subsection (3)(c) or (d). 99 When does the right to compensation arise? A right to compensation and the liability of a planning authority or responsible authority to pay compensation arises— (a) under section 98(1)(a), (b) or (c) after— (i) the responsible authority has refused to grant a permit for the use or development of the land on the ground that it is or may be required for a public purpose; or

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(ii) the Tribunal directs that a permit must S. 99(a)(ii) not be granted on the ground that the amended by No. 52/1998 land is or may be required for a public s. 191(13)(b)(i). purpose; or (iii) the responsible authority— S. 99(a)(iii) amended by No. 52/1998 (A) fails to grant a permit within the s. 191(13)(b)(i) period prescribed for the purposes (ii). of section 79; or (B) grants a permit subject to any condition which is not acceptable to the applicant— and the Tribunal disallows any application for review of the failure or condition on the ground that the land is or may be required for a public purpose; or (b) under section 98(1)(a), (b) or (c), on the sale of the land concerned under section 106; or (c) under section 98(1)(d), on the coming into operation of the relevant provision of the planning scheme; or (d) under section 98(2), on the refusal of the permit. 100 Increased compensation for effect on residence (1) The amount of compensation payable under section 98 in respect of a residence may be increased by an amount which is reasonable to compensate the claimant for any intangible and non-financial disadvantages arising from the circumstances which gave rise to the claim under section 98. (2) The amount paid under this section must not exceed 10% of the amount of compensation which would have been payable except for this section.

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(3) All relevant circumstances must be taken into account in assessing the amount payable under this section including— (a) the interest of the claimant in the residence; (b) the length of time during which the claimant has occupied the residence; (c) the age of the claimant; (d) the number, age and circumstances of any other people living with the claimant; (e) the amount of compensation payable arising from a sale of the residence compared with the value of the land at the date of the sale. 101 Claim for expenses If compensation is payable under section 98, the owner or occupier of any land may also claim from the planning authority or responsible authority any legal, valuation or other expenses reasonably incurred in preparing and submitting the claim. 102 What if compensation has been previously paid? In determining the compensation to be paid under this Part, regard must be had to any amount already paid or payable in respect of the land by way of compensation under— (a) this Part, or any corresponding previous enactment; and (b) any other Part of this Act or any other Act. 103 Small claims A planning authority or responsible authority may reject a claim for compensation under this Part if the financial loss is less than the greater of— (a) $500 or any greater amount prescribed by the regulations; or

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(b) 0⋅1% of the value that the land would have had if the land had not been affected by any circumstance set out in section 98(1) or (2) or 107. 104 Maximum amount of compensation payable The compensation payable for financial loss under section 98 must not exceed the difference between— (a) the value of the land at the date on which the liability to pay compensation first arose; and (b) the value that the land would have had at the date if the land had not been affected by any circumstance set out in section 98(1) or (2) or 107. 104A Actual zoning of land may be considered in S. 104A inserted by determining compensation No. 81/2006 s. 60. (1) In assessing compensation under this Part for the financial loss suffered by the owner or occupier of land, if— (a) the land is reserved or is proposed to be reserved for a public purpose; and (b) the reservation or proposed reservation forms or will form the boundary of a zone in a planning scheme or an amendment to a planning scheme; and (c) the decision to impose the zoning boundary was not related to the purpose for which the land is or is proposed to be reserved— regard may be had to the actual zoning of the land as at the date when the liability to pay compensation first arose and, where relevant, to the actual zoning boundary at that date.

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(2) Nothing in this section applies in relation to a right to compensation or a liability to pay compensation arising under this Part before the commencement of section 60 of the Road Legislation (Projects and Road Safety) Act 2006 and this Part continues to apply to the determination of that compensation as if section 60 of that Act had not been enacted. 105 Land Acquisition and Compensation Act 1986 to apply Parts 10 and 11 and section 37 of the Land Acquisition and Compensation Act 1986, with any necessary changes, apply to the determination of compensation under this Part as if the claim were a claim under section 37 of that Act. 106 Loss on sale (1) The owner of land may claim compensation under section 98 after the sale of the land if— (a) the owner of the land sold it at a lower price than the owner might reasonably have expected to get if the land or part of the land had not been reserved or proposed to be reserved; and S. 106(1)(b) (b) before selling the land, the owner gave the amended by No. 3/2013 relevant authority not less than 60 days s. 57(1). notice in writing of the owner's intention to sell the land. (2) The owner is not required to give notice under subsection (1)(b) if— S. 106(2)(a) (a) the owner and the relevant authority have amended by No. 3/2013 agreed that the owner does not have to give s. 57(1). notice; or

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(b) before or after the sale, the Minister exempts the owner from giving notice on the ground that the requirement to give notice would cause hardship to the owner. (3) In this section relevant authority means— S. 106(3) inserted by No. 3/2013 (a) the Minister, public authority or municipal s. 57(2). council designated in the planning scheme as the acquiring authority for the purposes of this Act in respect of the land; or (b) if there is no acquiring authority, the planning authority. 107 Compensation for removal or lapsing of reservation (1) The owner of land may claim compensation from the planning authority for any financial loss suffered as the natural, direct and reasonable consequence of— (a) the amendment of a planning scheme to remove any reservation over the land; or (b) the lapsing of an amendment which proposed to reserve the land for public purposes; or (c) the cancellation of a declaration under section 113 affecting the land. (2) A claim for compensation under this section must be made within two years after the removal of the reservation or the cancellation of the declaration or the lapsing of the amendment. (3) The time within which a claim must be made may be extended— (a) by the Minister after consultation with the Minister administering the Land Acquisition and Compensation Act 1986; or (b) by agreement between the claimant and the planning authority.

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108 Persons who are not eligible to claim compensation (1) A person does not have a claim for compensation in respect of any land if that person was not the owner or occupier of the land at the time the right to claim compensation arose. (2) A person does not have a claim for compensation in respect of the sale of land which the person acquired after— (a) notice is published in the Government Gazette under section 19 of a proposed planning scheme or amendment to a planning scheme which shows the land as being reserved for a public purpose; or (b) the approval of a planning scheme or amendment reserving the land for public purposes; or (c) a declaration under section 113 that the land is proposed to be reserved for public purposes— unless a subsequent amendment to the planning scheme provides or proposes more stringent planning controls over the use or development of the land. 109 When is compensation payable by other authorities? S. 109(1) (1) Subject to subsection (1A), a Minister, public amended by No. 3/2013 authority or municipal council is liable to pay any s. 58(1). compensation payable under this Part which arises from the reservation or proposed reservation of land for public purposes if the Minister, public authority or municipal council had asked— (a) the planning authority in writing to prepare a planning scheme or amendment to reserve the land for a public purpose; or

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(b) the Minister in writing to declare the land to be proposed to be reserved for a public purpose. (1A) If the planning scheme designates a Minister, S. 109(1A) inserted by public authority or municipal council as an No. 3/2013 acquiring authority for the purposes of this Act for s. 58(2). land reserved for public purposes, the acquiring authority is liable to pay any compensation payable under this Part which arises from that reservation. (2) A referral authority is liable to pay compensation under this Part which arises from a refusal to grant a permit if the responsible authority refused to grant the permit because the referral authority objected. (3) The claimant must claim the compensation from S. 109(3) amended by the Minister, the public authority, the relevant No. 3/2013 municipal council or the referral authority instead s. 58(3). of the planning authority. (4) Despite anything to the contrary in any Act, a S. 109(4) amended by public authority or municipal council may pay out No. 3/2013 of its funds any amount it is required to pay s. 58(4). because of this section. (5) Any land which was reserved under the Melbourne Metropolitan Planning Scheme before the commencement of section 21(2) of the Town and Country Planning (Transfer of Functions) Act 1985 for the purposes of the Melbourne and Metropolitan Board of Works (except planning purposes) is to be treated under this section as having been reserved at the request of the Melbourne and Metropolitan Board of Works. (6) The Governor in Council may determine any question arising under subsection (5) as to whether any land had been reserved for planning

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purposes or for other purposes of the Board of Works. 110 Compensation paid to be noted on title S. 110(1) (1) Any person who has paid compensation under this substituted by No. 85/1998 Act or a corresponding previous enactment to the s. 24(Sch. owner or occupier of any land and who has not item 45.2). already done so under that enactment must lodge a statement with the Registrar of Titles without delay. (2) The statement must in the prescribed manner— (a) describe the land for which the compensation was paid; and (b) give the prescribed particulars of the compensation. S. 110(3) (3) On receiving a statement, the Registrar of Titles amended by No. 18/1989 must make any recordings in the Register which s. 13(Sch. 2 are necessary to bring the statement to the notice item 63(b)), substituted by of anyone searching the Register. No. 85/1998 s. 24(Sch. item 45.3).

S. 110(4) (4) At the request of any person who lodged a substituted by Nos 18/1989 statement under subsection (1) or a corresponding s. 13(Sch. 2 previous enactment, the Registrar of Titles must item 63(c)), 85/1998 delete from the Register a recording made under s. 24(Sch. subsection (3). item 45.3).

111 Recovery of compensation previously paid (1) Any person who has paid compensation under this Part in respect of land as a result of a reservation or proposed reservation may recover the amount of compensation which is set out in a statement lodged under section 110(1) in respect of the land from the present owner of the land if—

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(a) the planning scheme is amended to remove the reservation; or (b) the amendment which proposed to reserve the land lapses; or (c) the declaration under section 113 is cancelled. (2) The owner must pay the amount— (a) on getting a demand in writing; or (b) within any further period— (i) agreed with the person entitled to demand payment; or (ii) which the Minister allows under subsection (3). (3) The Minister administering the Land Acquisition and Compensation Act 1986 may allow the amount owing to be paid— (a) by a day later than the demand; or (b) on the sale or transfer of the land— if the Minister thinks that it would cause hardship to the owner to pay the amount on demand. (4) Any compensation which is repayable to any person under this section is a charge on the land. 112 Reimbursement of compensation paid (1) If— (a) any person has lodged a statement under section 110(1); and (b) another person— S. 112(1)(b) substituted by No. 3/2013 (i) acquires the land or part of the land in s. 59(1). respect of which the statement was lodged; or

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(ii) is designated under the planning scheme as the acquiring authority for the purposes of this Act for the land or part of the land in respect of which the statement was lodged— the second person must pay to the first person an amount equal to— (c) the compensation set out in the statement; or S. 112(1)(d) (d) if only part of the land is acquired, the amended by No. 3/2013 proportion of the compensation which is s. 59(2). attributable to that part; or S. 112(1)(e) (e) if the acquiring authority is designated under inserted by No. 3/2013 the planning scheme in respect of only part s. 59(3). of the land, the proportion of the compensation which is attributable to that part. (2) Despite anything to the contrary in any Act, a public authority or municipal council may pay out of its funds any amount which it is required to pay under this section. 113 Declaration of proposed reservation The Minister administering the Land Acquisition and Compensation Act 1986 may declare land to be proposed to be reserved for public purposes if the Minister— (a) is satisfied that the value of the land may be substantially affected by a proposal to reserve or which could lead to the reservation of land for public purposes; and (b) considers that it is appropriate that the land should be so declared.

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Transport Integration Act 2010 No. 6 of 2010 Part 2—Vision Statement, Objectives, Principles and Statements of Policy s. 6 Principles

PART 2—VISION STATEMENT, OBJECTIVES, PRINCIPLES AND STATEMENTS OF POLICY PRINCIPLES

Division 1—Vision statement

6 Vision statement The Parliament recognises the aspirations of Victorians for an integrated and sustainable transport system that contributes to an inclusive, prosperous and environmentally responsible State.

Division 2—Transport system objectives

7 Transport system objectives This Division specifies the transport system objectives. 8 Social and economic inclusion The transport system should provide a means by which persons can access social and economic opportunities to support individual and community wellbeing including by— (a) minimising barriers to access so that so far as is possible the transport system is available to as many persons as wish to use it; (b) providing tailored infrastructure, services and support for persons who find it difficult to use the transport system. 9 Economic prosperity The transport system should facilitate economic prosperity by— (a) enabling efficient and effective access for persons and goods to places of employment, markets and services;

Transport Integration Act 2010 No. 6 of 2010 Part 2—Vision Statement, Objectives, Principles and Statements of Policy s. 10 Principles

(b) increasing efficiency through reducing costs and improving timeliness; (c) fostering competition by providing access to markets; (d) facilitating investment in Victoria; (e) supporting financial sustainability. 10 Environmental sustainability The transport system should actively contribute to environmental sustainability by— (a) protecting, conserving and improving the natural environment; (b) avoiding, minimising and offsetting harm to the local and global environment, including through transport-related emissions and pollutants and the loss of biodiversity; (c) promoting forms of transport and the use of forms of energy and transport technologies which have the least impact on the natural environment; (d) improving the environmental performance of all forms of transport and the forms of energy used in transport. 11 Integration of transport and land use (1) The transport system should provide for the effective integration of transport and land use and facilitate access to social and economic opportunities. (2) Without limiting the generality of subsection (1), transport and land use should be effectively integrated so as to improve accessibility and transport efficiency with a focus on—

Transport Integration Act 2010 No. 6 of 2010 Part 2—Vision Statement, Objectives, Principles and Statements of Policy s. 12 Principles

(a) maximising access to residences, employment, markets, services and recreation; (b) planning and developing the transport system more effectively; (c) reducing the need for private motor vehicle transport and the extent of travel; (d) facilitating better access to, and greater mobility within, local communities. (3) Without limiting the generality of subsection (1), the transport system and land use should be aligned, complementary and supportive and ensure that— (a) transport decisions are made having regard to the current and future impact on land use; (b) land use decisions are made having regard for the current and future development and operation of the transport system; (c) transport infrastructure and services are provided in a timely manner to support changing land use and associated transport demand. (4) Without limiting the generality of subsection (1), the transport system should improve the amenity of communities and minimise impacts of the transport system on adjacent land uses. 12 Efficiency, coordination and reliability (1) The transport system should facilitate network- wide efficient, coordinated and reliable movements of persons and goods at all times.

Transport Integration Act 2010 No. 6 of 2010 Part 2—Vision Statement, Objectives, Principles and Statements of Policy s. 13 Principles

(2) Without limiting the generality of subsection (1), the transport system should— (a) balance efficiency across the network so as to optimise the network capacity of all modes of transport and reduce journey times; (b) maximise the efficient use of resources including infrastructure, land, services and energy; (c) facilitate integrated and seamless travel within and between different modes of transport; (d) provide predictable and reliable services and journey times and minimise any inconvenience caused by disruptions to the transport system. 13 Safety and health and wellbeing (1) The transport system should be safe and support health and wellbeing. (2) Without limiting the generality of subsection (1), the transport system should— (a) seek to continually improve the safety performance of the transport system through— (i) safe transport infrastructure; (ii) safe forms of transport; (iii) safe transport system user behaviour; (b) avoid and minimise the risk of harm to persons arising from the transport system; (c) promote forms of transport and the use of forms of energy which have the greatest benefit for, and least negative impact on, health and wellbeing.

Transport Integration Act 2010 No. 6 of 2010 Part 2—Vision Statement, Objectives, Principles and Statements of Policy s. 14 Principles

Division 3—Decision making principles

14 Decision making principles This Division specifies the decision making principles. 15 Principle of integrated decision making The principle of integrated decision making means seeking to achieve Government policy objectives through coordination between all levels of government and government agencies and with the private sector. 16 Principle of triple bottom line assessment The principle of triple bottom-line assessment means an assessment of all the economic, social and environmental costs and benefits taking into account externalities and value for money. 17 Principle of equity The principle of equity means— (a) equity between persons irrespective of their— (i) personal attributes, including age, physical ability, ethnicity, culture, gender and financial situation; or (ii) location, including whether in a growth, urban, regional, rural or remote area; (b) equity between generations by not compromising the ability of future generations to meet their needs. 18 Principle of the transport system user perspective The transport system user perspective means— (a) understanding the requirements of transport system users, including their information needs;

Transport Integration Act 2010 No. 6 of 2010 Part 2—Vision Statement, Objectives, Principles and Statements of Policy s. 19 Principles

(b) enhancing the useability of the transport system and the quality of experiences of the transport system. 19 Precautionary principle (1) The precautionary principle means that if there are threats of serious or irreversible environmental damage, lack of full scientific certainty should not be used as a reason for postponing measures to prevent environmental degradation. (2) The precautionary principle includes— (a) a careful evaluation to avoid serious or irreversible damage to the environment wherever practicable; and (b) an assessment of the risk-weighted consequences of various options. 20 Principle of stakeholder engagement and community participation The principle of stakeholder engagement and community participation means— (a) taking into account the interests of stakeholders, including transport system users and members of the local community; (b) adopting appropriate processes for stakeholder engagement. 21 Principle of transparency The principle of transparency means members of the public should have access to reliable and relevant information in appropriate forms to facilitate a good understanding of transport issues and the process by which decisions in relation to the transport system are made.

Transport Integration Act 2010 No. 6 of 2010 Part 2—Vision Statement, Objectives, Principles and Statements of Policy s. 22 Principles

Division 4—Statements of policy principles

22 Minister may issue a statement of policy principles (1) The Minister may issue a statement of policy principles for the purposes of this Act. (2) If the Minister proposes to issue a statement of policy principles which will apply to, or affect, an interface body, the Minister must obtain the agreement of the Minister responsible for the interface body before issuing the statement of policy principles. (3) A statement of policy principles must be consistent with the vision statement and the transport system objectives. (4) The Minister must have regard to the decision making principles in preparing a statement of policy principles. (5) If at any time more than one Minister has responsibility for the administration of this Act— (a) each Minister may issue a statement of policy principles in respect of the administration of the provisions of the Act for which that Minister is responsible; (b) two or more Ministers may issue a joint statement of policy principles in respect of the administration of the provisions of the Act for which those Ministers are responsible. (6) A statement of policy principles may specify that specified policy principles apply to— (a) a specified transport body in the exercise of powers or the performance of functions under the transport legislation;

Transport Integration Act 2010 No. 6 of 2010 Part 2—Vision Statement, Objectives, Principles and Statements of Policy s. 23 Principles

(b) a specified interface body in the exercise of powers or the performance of functions under the interface legislation; (c) the exercise of specified powers or the performance of specified functions by a transport body or an interface body. (7) The Minister must ensure that a statement of policy principles is published— (a) in the Government Gazette; and (b) on an Internet website maintained by the Department. (8) The Minister must provide a copy of a statement of policy principles to any transport body or interface body affected by the statement of policy principles as soon as practicable after the statement of policy principles is issued.

Division 5—Interpretation and guidance

23 Interpretation It is the intention of Parliament that this Act is to be administered and interpreted having regard to the following— (a) the vision statement; (b) the transport system objectives; (c) the decision making principles; (d) any statement of policy principles. 24 Application to a transport body (1) A transport body must have regard to the transport system objectives in exercising its powers and performing its functions under any transport legislation.

Transport Integration Act 2010 No. 6 of 2010 Part 2—Vision Statement, Objectives, Principles and Statements of Policy s. 25 Principles

(2) A transport body must have regard to the decision making principles in making decisions under any transport legislation. (3) If a transport body is a specified transport body in a statement of policy principles, it must have regard to the specified policy principles which apply to it under the statement of policy principles. (4) If a transport body is exercising a power which is a specified power in a statement of policy principles or performing a function which is a specified function in a statement of policy principles, it must have regard to the specified policy principles which apply under the statement of policy principles. (5) An Act specified in the heading to an item in Schedule 1 is amended as set out in that item. 25 Application to an interface body (1) An interface body must have regard to the transport system objectives when exercising powers and performing functions under any interface legislation which are likely to have a significant impact on the transport system. (2) An interface body must have regard to the decision making principles in making decisions under any interface legislation which are likely to have a significant impact on the transport system. (3) If an interface body is a specified interface body in a statement of policy principles, it must have regard to the specified policy principles which apply to it under the statement of policy principles.

Transport Integration Act 2010 No. 6 of 2010 Part 2—Vision Statement, Objectives, Principles and Statements of Policy s. 26 Principles

(4) If an interface body is exercising a power which is a specified power in a statement of policy principles or performing a function which is a specified function in a statement of policy principles, it must have regard to the specified policy principles which apply under the statement of policy principles. (5) An Act specified in the heading to an item in Schedule 2 is amended as set out in that item. 26 Weight to be given to transport system objectives For the purposes of sections 24 and 25, a transport body or interface body may determine the weight to give to each transport system objective. 27 Weight to be given to decision making principles For the purposes of sections 24 and 25, a transport body or interface body may determine the weight to give to each decision making principle. 28 Effect of this Part The Parliament does not intend by this Part to create in any person any legal right or to give rise to any civil cause of action. ______

Land Acquisition and Compensation Act 1986 No. 121 of 1986 s. 4

PART 2—ACQUISITION OF INTERESTS IN LAND

Division 1—General

4 Authority to acquire or purchase in accordance with Part An Authority which is empowered under a special Act to acquire an interest in land by compulsory process must not acquire that interest by compulsory process or by agreement except in accordance with this Part.

Division 2—Reservation of land

5 Reservation or certification of land required before acquisition (1) The Authority must not commence to acquire any interest in land under the provisions of the special Act unless the land has been first reserved by or under a planning instrument for a public purpose. (2) Subsection (1) does not apply in respect of prescribed land or land in a prescribed class of land. (3) Subsection (1) does not apply in respect of land which has been certified by the Governor in Council on the recommendation of the Minister, as land for which reservation is unnecessary, undesirable or contrary to the public interest. (4) Subsection (1) does not apply to an interest in land if the Authority is not required to serve a notice of intention to acquire that interest because of section 7(1)(a) or (b).

Land Acquisition and Compensation Act 1986 No. 121 of 1986 s. 6

(4A) Subsection (1) does not apply to any land in an S. 5(4A) area in respect of which a declaration under inserted by No. 45/1987 section 172(2) of the Planning and Environment s. 205(Sch. Act 1987 is in force. item 41) (as amended by No. 5/1988 s. 9(b)).

(4B) Subsection (1) does not apply to any land which is S. 5(4B) inserted by special project land under section 201I(3) of the No. 103/1997 Planning and Environment Act 1987. s. 6. (4AA) Subsection (1) does not apply to any land S. 5(4AA) inserted by specified in an application order under the Project No. 6/2010 Development and Construction Management s. 204(2). Act 1994 where the Transport Infrastructure Development Agent established under section 40 of the Transport Integration Act 2010 is the facilitating agency. (5) A certification by the Governor in Council under subsection (3) lapses after three months from the date of its making unless within this period the Authority has served a notice of intention to acquire an interest in the land to which the certification applies in accordance with section 6.

Division 3—Notice of intention to acquire

6 Notice of intention to acquire Subject to section 7, if the Authority intends to acquire an interest in land for the purposes of the special Act, the Authority must serve upon each person who has an interest in the land, or is empowered by this Act to sell and convey or grant and release or lease such an interest, or such of those persons as, after diligent inquiry, become known to the Authority, a notice of intention to acquire the first-mentioned interest.

7 126 OUTCOME 7 Regional Victoria is productive, sustainable and supports jobs and economic growth

127 Regional Victoria is productive, sustainable and supports jobs and economic growth

Regional Victoria will deliver choice Overall, regional Victoria is growing but not as fast as Melbourne. If current trends continue, the proportion and opportunity for all Victorians of Victorians living outside of Melbourne will decline. and help build effective networks to In some towns and regions, communities are actively looking for opportunities to reverse population decline in the global economy. order to keep local businesses, services and community organisations. If regional Victoria is to share in the benefits Today, regional Victoria is home to 25 per cent of Victoria’s of the population boom and take on a greater proportion population. By the census year of 2051, the population of residential and jobs growth than is projected under of Victoria’s regions is expected to grow from 1.5 million the ‘business as usual’ scenario, then we need to plan for to 2.2 million, with Melbourne growing from 4.5 million to better connections to infrastructure and services. However, almost 8 million (refer to Figure 18). However, growth in planning for growth in regional Victoria must be led locally regional Victoria will not be evenly spread. Between 2011 and acknowledge the diverse range of opportunities and and 2031, regional Victoria’s largest local government challenges that exist in different locations. areas by population—Greater Geelong, Greater Bendigo and Ballarat—are projected to account for 50 per cent of Growing regional Victoria’s economy all population growth outside Melbourne. Growth in peri- Regional Victoria provides 30 per cent of the state’s urban areas beyond metropolitan Melbourne will attract exports. As traditional economic delineations change, about 32 per cent of regional Victoria’s population in the regional Victoria and Melbourne’s economic linkages are same period. becoming increasingly important.

Figure 18 Estimated resident population (ERP) Melbourne, regional cities, Melbourne’s peri-urban areas and regional Victoria balance, 2011–2051

Average Average 1 Includes the local government annual annual areas of Greater Geelong, % change % change Greater Bendigo, Ballarat, Population 2011 2015 2031 2051 2011–2015 2015–2051 Greater Shepparton, Latrobe City, Wodonga, Warrnambool, Mildura, Regional Victoria 1,417,000 1,461,000 1,749,000 2,168,000 0.77% 1.10% Wangaratta and Horsham

(1) 2 Includes the local government Regional cities 716,000 749,000 933,000 1,199,000 1.12% 1.32% areas of Bass Coast, Baw Baw, Peri-urban areas(2) 269,000 286,000 376,000 502,000 1.48% 1.58% Golden Plains, Hepburn, Macedon Ranges, part of Mitchell outside Regional Victoria balance 432,000 427,000 441,000 467,000 -0.28% 0.25% the urban growth boundary, Moorabool, Murrindindi, South Metropolitan Melbourne(3) 4,121,000 4,480,000 5,984,000 7,918,000 2.11% 1.59% Gippsland and Surf Coast Victoria 5,538,000 5,941,000 7,733,000 10,086,000 1.77% 1.48% 3 Includes the 31 municipalities that make up metropolitan Melbourne plus part of Mitchell Shire within the Source: Victoria in Future 2016 urban growth boundary

128 The government has identified priority industry sectors International education has been Victoria’s largest services with potential for remarkable growth. Collectively, these export industry for more than a decade, generating sectors have the potential to drive up to $70 billion in $5.6 billion for the state and supporting 30,000 jobs in additional economic output by 2025 and create more 2014.57 Regional education providers can offer niche than 400,000 new jobs for Victorians. Regional Victoria expertise and significant industry expertise in fields of is well placed to benefit from future growth and export global significance, such as food and agriculture, soil and development in a number of these sectors. water, energy and resources, and the environment. Like most of the world, Victoria is moving towards The population services sector (such as the healthcare becoming a low-carbon economy, which brings both big and social-assistance industries) is expected to challenges and big opportunities. Regional Victoria is drive strong employment growth in regional Victoria, well positioned to take advantage of the significant job particularly as a result of Victoria’s ageing population. opportunities expected to emerge in the new energy The opportunities for growth in these industries has industries that will drive the state’s transition to a net already been demonstrated with the establishment of zero emissions economy. However, the government the National Disability Insurance Scheme headquarters also recognises that challenges of transition are being in central Geelong. felt particularly acutely at the frontline of the energy sector—for example, in places such as the Latrobe Planning for growth and change in regional Victoria Valley. Communities experiencing the challenges of Victoria’s 10 regional cities—Greater Geelong, Greater economic transition are also looking to industries of Bendigo, Ballarat, Greater Shepparton, Latrobe City, the future, including knowledge-based services and Wodonga, Warrnambool, Mildura, Wangaratta and advanced manufacturing and processing. Horsham—are important urban settlements with In 2015–16, Victoria’s food-and-fibre exports were diverse economies and strong communities that valued at $11.9 billion, with 27 per cent of exports sent operate as service hubs for many smaller communities. to China.54 Long-term growth in Asia is expected to Development of individual cities and towns should be accelerate demand for beef, lamb, wheat and dairy in keeping with their character and balanced with the products as well as processed foods. protection of the productive land, economic resources Tourism is another major economic driver for regional and biodiversity assets that are critical to the state’s Victoria. The industry contributes $11.5 billion to the economic and environmental sustainability. regional Victorian economy (GRP) and generates Victoria’s Regional Statement clearly articulates 114,400 jobs.55 It contributes 13.4 per cent of total that government investment and decision-making GRP and 13.4 per cent of employment.56 Nature- in regional Victoria will reflect the strategic priorities based tourism visitors represented 70 per cent of all regional communities have identified for themselves— international overnight visitors to the state in 2013–14. across economic, social and environmental issues. Domestic nature-based visitors had approximately The nine new Regional Partnerships across the state 4.3 million day trips to and within Victoria. provide the mechanism for this dialogue to occur. The With new investment in infrastructure and improvements approach taken by Plan Melbourne will be consistent to marketing, product development and the visitor with this approach, acknowledging regional differences experience, there are huge opportunities for regional and local and regional ambitions. Victoria to increase its share of the tourism market. OUTCOME 7 129 Victoria’s plan

Direction 7.1

Invest in regional Victoria to support housing and economic growth

Investing in regional Victoria will support housing and economic growth and bring significant social and lifestyle benefits to regional communities. The Victorian Government will: • work with the nine Regional Partnerships and local governments to support the growth of housing and employment in regional cities and towns • ensure the right infrastructure and services are available to support the growth and competitiveness of regional and rural industries and their access to global markets.

130 Policy 7.1.1 Policy 7.1.2 Stimulate employment and growth in Support planning for growing towns in regional cities peri‑urban areas

The government will continue to make improvements A number of towns in peri-urban areas have capacity to infrastructure and services to stimulate employment for more housing and employment-generating and growth in the state’s 10 largest regional cities. development without impacting on the economic and Building on the Regional Growth Plans and work environmental roles that surrounding non-urban areas undertaken by Regional Cities Victoria, this approach serve. Those towns include Warragul–Drouin, Bacchus will require development strategies that reflect the Marsh, Torquay–Jan Juc, Gisborne and Kyneton. Other individual growth opportunities and priorities of towns identified by Regional Growth Plans as having each regional city, including the identification of potential for growth include Wonthaggi, Kilmore, urban renewal and infill opportunities to optimise Broadford, Seymour and Ballan. infrastructure investment and surplus government land. Peri-urban towns can provide an affordable and Regional city railway stations and their surrounds attractive alternative to metropolitan living. However, need to be targeted for potential growth opportunities, strategies need to be developed for the timely delivery including transit-oriented development and improved of state and local infrastructure to support growth and housing diversity in regional cities. Increased housing protect their significant amenity. diversity is needed to encourage international students Most importantly, development in peri-urban and young professionals to work, study and live in areas must also be in keeping with local character, regional areas. attractiveness and amenity. Growth boundaries should The Victorian Planning Authority, Regional Development be established for each town to avoid urban sprawl and Victoria and other key agencies will work with regional protect agricultural land and environmental assets. cities on the preparation of development strategies.

OUTCOME 7 131 Victoria’s connected cities and regions CABINET-IN-CONFIDENCE

to Broken Hill to Brisbane Victoria’sVictoria’s Victoria’sconnected connected connected cities citiesand cities regions and andregions regions CABINET-IN-CONFIDENCECABINET-IN-CONFIDENCECABINET-IN-CONFIDENCE Mildura NEW SOUTH WALES to Adelaide and Perth to Sydney to Broken Hillto Brokento HillBroken Hill to Brisbane to Brisbaneto Brisbane

MALLEEMilduraMilduraMildura NEW SOUTHNEWNEW SOUTH WALES SOUTH WALES WALES to Adelaide to Adelaideto Adelaide Swan Hill and Perth and Perthand Perth C AUSTRALIAN a to Sydney to Sydneyto Sydney ld e r CAPITAL H w TERRITORY y WIMMERA MALLEE MALLEEMALLEE SOUTH AUSTRALIA SOUTH SOUTHERN Echuca GOULBURN MALLEE LODDON Shepparton Wodonga

SwanCAMPASPE Hill Swan HillSwan Hill y

to Adelaide and w y Wangaratta C C C H Fw AUSTRALIANAUSTRALIANAUSTRALIAN Perth a a a y e ld ld ld lle m Benalla e e e a u CAPITALCAPITALCAPITAL Bendigo V H Horsham r r r W H H H n e r st w w w u TERRITORYTERRITORYTERRITORY e y y y b OVENS rn l H u w Maryborough Castlemaine o MURRAY WIMMERAWIMMERAWIMMERAy G

SOUTH AUSTRALIA SOUTH SOUTHERNAUSTRALIA SOUTH AUSTRALIA SOUTH SOUTHERNSOUTHERN EchucaKyneton EchucaGOULBURNEchuca GOULBURNGOULBURN Ararat CENTRAL HIGHLANDS MALLEE MALLEEMALLEE LODDON LODDONGisborneLODDONSheppartonSheppartonSheppartonWodongaWodongaWodonga Ballarat GIPPSLAND y CAMPASPECAMPASPECAMPASPEy y y w rinces H to Adelaide andto Adelaideto Adelaide and and w w w P Melbourne y Wangarattay y WangarattaBairnsdaleWangaratta Hamilton Bacchus H Fw H H Fw Fw Perth Perth Perth y e y y e e Marsh METROPOLITANlle m lle Benallalle m mBenallaBenalla a u a a u u BendigoBendigoBendigoV H V V H H HorshamHorshamHorsham MELBOURNE Warragul/

to Adelaide W W W n n n

r r

e e e r

u u GREAT SOUTH COAST u st st st Drouin e e e b b b OVENS SaleOVENSOVENS r r r l l l P n n n rin H H GeelongH u u u ce s Hwy w Maryboroughw Maryboroughw MaryboroughCastlemaineCastlemaineo Castlemaineo o MURRAY MURRAYMURRAY y y y G G G Latrobe City Portland Colac Kyneton KynetonKynetonLeongatha CENTRALCENTRALCENTRAL WarrnamboolArarat AraratBARWONArarat HIGHLANDSHIGHLANDSHIGHLANDSGisborneWonthaggiGisborneGisborne GIPPSLANDGIPPSLANDGIPPSLAND BallaratBallaratBallarat wy wy wy MelbourneMelbourneMelbourne Princes H PrincesP Hrinces H Hamilton HamiltonHamilton Bacchus BacchusBacchus Bairnsdale BairnsdaleBairnsdale MarshBass StraitMarshMETROPOLITANMarsh METROPOLITANMETROPOLITAN N 0 100 to Adelaide to Adelaideto Adelaide MELBOURNEMELBOURNEWarragul/MELBOURNEWarragul/Warragul/ GREAT SOUTHGREAT GREATCOAST SOUTH SOUTH COAST COAST Drouin DrouinDrouinSale Sale Sale kilometres P P P rin rin rin GeelongGeelongGeelong ce s Hwy ce s Hwcye s Hwy LatrobeLatrobe CityLatrobe City City PortlandCapitalPortland city Portland Transport gateway – airport Primary road Colac Colac Colac Leongatha LeongathaLeongatha Regional cityWarrnamboolWarrnamboolWarrnamboolBARWON BARWONBARWONTransport gateway – seaport Secondary road WonthaggiWonthaggiWonthaggi Regional centre Rail network Map100-km radius 23 from central Melbourne

Bass StraitBassBass Strait Strait N N N Victoria’s connected cities and regions 0 0 0 100 100 100 kilometres kilometkilomeres tres

Capital cityCapitalCapital city city Transport TransportgatewayTransport – gateway airport gateway – airport – airport Primary roadPrimaryPrimary road road Regional cityRegionalRegional city city Transport TransportgatewayTransport – gateway seaport gateway – seaport – seaport SecondarySecondary roadSecondary road road Regional centreRegionalRegional centre centre Rail networkRail networkRail network 100-km radius100-km from100-km radius central radius from Melbourne central from central Melbourne Melbourne

Source: Department of Environment, Land, Water and Planning

132

Direction 7.2

Improve connections between cities and regions

Regional cities and towns need to be connected by efficient and safe road and rail transport corridors. Strong links, both within the regions to major hub destinations as well as back to Melbourne, make it easier to live and do business in regional areas. Better public transport connections (including rail, long-distance coach, and school and town buses) are critical for the movement of people to jobs and services. The Regional Network Development Plan is the Victorian Government’s long-term plan for transport investment in regional Victoria. It will deliver a modern commuter-style service for the growth areas of Geelong, Bendigo, Ballarat, Seymour and Traralgon, and service improvements to outer regional areas. Victoria’s freight task is projected to triple by 2050—much of it is destined for Melbourne or export. Infrastructure that connects rural producers to state-significant corridors—as well as the Port of Melbourne, Melbourne Airport and other regional ports—must be improved to support the economies of regional cities and regional industries. Digital connectivity is fundamental to business and jobs growth and critical for accessing services. In particular, the health and education sectors highlight the potential of providing services online.

Policy 7.2.1 Policy 7.2.2 Improve transport and digital connectivity for Strengthen transport links on national networks regional Victoria for the movement of commodities

State-significant transport corridors connect regional Victoria’s economy depends on its ability to move cities to each other, to Melbourne and to key gateways goods between state-significant places (such as such as Melbourne Airport. regional cities and Melbourne) and to interstate and international markets. Responses to growing transport demand in regional Victoria will be assessed and prioritised. All potential Transport network planning must ensure that industries solutions and interventions will be reviewed to ensure the such as Victoria’s food and fibre industry remain viable capacity of existing infrastructure is being optimised. and competitive. This should include identification of key freight corridors and interstate freight terminals. Improvements to public transport will enable a more integrated labour market with higher-income jobs to For example, the Avalon corridor near Geelong contains spread throughout Victoria. They will reduce inequity nationally significant economic assets, including airport, of access between regions, especially the regions that road, rail and waste facilities. This corridor must be are more remote from Melbourne. Planning will identify safeguarded for state infrastructure opportunities and infrastructure and service priorities to better link complementary development in the future, as well as regional Victoria and Melbourne and support regional maintaining a settlement break between Melbourne and city growth. Geelong. Land-use buffers for infrastructure and Avalon Airport and areas of high biodiversity value, including Opportunities will be identified to leverage expansion Ramsar conservation areas, must be protected. of the digital economy to support increased regional economic and population growth. Improvements to digital connectivity will continue to be sought, working closely with the Federal Government.

OUTCOME 7 133 VICTORIA PLANNING PROVISIONS

11.01-1S Settlement 11/02/2020 VC168 Objective To promote the sustainable growth and development of Victoria and deliver choice and opportunity for all Victorians through a network of settlements.

Strategies Develop sustainable communities through a settlement framework offering convenient access to jobs, services, infrastructure and community facilities. Focus investment and growth in places of state significance in Metropolitan Melbourne and the major regional cities of Ballarat, Bendigo, Geelong, Horsham, Latrobe City, Mildura, Shepparton, Wangaratta, Warrnambool and Wodonga. Support sustainable development of the regional centres of Ararat, Bacchus Marsh, Bairnsdale, Benalla, Castlemaine, Colac, Echuca, Gisborne, Hamilton, Kyneton, Leongatha, Maryborough, Portland, Sale, Swan Hill, Warragul/Drouin and Wonthaggi. Ensure regions and their settlements are planned in accordance with their relevant regional growth plan. Guide the structure, functioning and character of each settlement taking into account municipal and regional contexts and frameworks. Create and reinforce settlement boundaries. Provide for growth in population and development of facilities and services across a regional or sub-regional network. Plan for development and investment opportunities along existing and planned transport infrastructure. Promote transport, communications and economic linkages between settlements through the identification of servicing priorities in regional land use plans. Strengthen transport links on national networks for the movement of commodities. Deliver networks of high-quality integrated settlements that have a strong identity and sense of place, are prosperous and are sustainable by: Building on strengths and capabilities of each region across Victoria to respond sustainably to population growth and changing environments. Developing settlements that will support resilient communities and their ability to adapt and change. Balancing strategic objectives to achieve improved land use and development outcomes at a regional, catchment and local level. Preserving and protecting features of rural land and natural resources and features to enhance their contribution to settlements and landscapes. Encouraging an integrated planning response between settlements in regions and in adjoining regions and states in accordance with the relevant regional growth plan. Providing for appropriately located supplies of residential, commercial, and industrial land across a region, sufficient to meet community needs in accordance with the relevant regional growth plan. Improving transport network connections in and between regional cities, towns and Melbourne. Encourage a form and density of settlements that supports sustainable transport to reduce greenhouse gas emissions. Limit urban sprawl and direct growth into existing settlements.

Page 1 of 3 VICTORIA PLANNING PROVISIONS

Promote and capitalise on opportunities for urban renewal and infill redevelopment. Develop compact urban areas that are based around existing or planned activity centres to maximise accessibility to facilities and services. Ensure retail, office-based employment, community facilities and services are concentrated in central locations. Ensure land that may be required for future urban expansion is not compromised.

Policy documents Consider as relevant: Central Highlands Regional Growth Plan (Victorian Government, 2014) G21 Regional Growth Plan (Geelong Region Alliance, 2013) Gippsland Regional Growth Plan (Victorian Government, 2014) Great South Coast Regional Growth Plan (Victorian Government, 2014) Hume Regional Growth Plan (Victorian Government, 2014) Loddon Mallee North Regional Growth Plan (Victorian Government, 2014) Loddon Mallee South Regional Growth Plan (Victorian Government, 2014) Wimmera Southern Mallee Regional Growth Plan (Victorian Government, 2014) Plan Melbourne 2017-2050: Metropolitan Planning Strategy (Department of Environment, Land, Water and Planning, 2017) Plan Melbourne 2017-2050: Addendum 2019 (Department of Environment, Land, Water and Planning, 2019)

Page 2 of 3 VICTORIA PLANNING PROVISIONS

Victoria Settlement Framework

Page 3 of 3 11.01-1R Settlement - Geelong G21 31/07/2018 VC148 Strategies Support the role of Central Geelong as a major regional city and revitalise and strengthen its role as Victoria’s second city. Support the growth of Bannockburn, Colac, Drysdale/Clifton Springs, Lara, Leopold, Ocean Grove and Torquay/Jan Juc as district towns by building on existing and planned infrastructure and focussing growth along key road and rail networks. Plan for Colac and Winchelsea as new targeted growth nodes. Provide for long term growth options that build on existing infrastructure, including two further investigation areas north and west of Geelong. Reinforce the role of district towns in providing services to surrounding areas. Maintain a significant settlement break between the region and Melbourne. Provide for settlement breaks between towns to maintain their unique identities. Require a settlement boundary for all towns. Protect critical agricultural land by directing growth to towns.

Page 1 of 2 Geelong G21 Regional Growth Plan

Page 2 of 2 11.02-1S Supply of urban land 31/07/2018 VC148 Objective To ensure a sufficient supply of land is available for residential, commercial, retail, industrial, recreational, institutional and other community uses.

Strategies Ensure the ongoing provision of land and supporting infrastructure to support sustainable urban development. Ensure that sufficient land is available to meet forecast demand. Plan to accommodate projected population growth over at least a 15 year period and provide clear direction on locations where growth should occur. Residential land supply will be considered on a municipal basis, rather than a town-by-town basis. Planning for urban growth should consider: Opportunities for the consolidation, redevelopment and intensification of existing urban areas. Neighbourhood character and landscape considerations. The limits of land capability and natural hazards and environmental quality. Service limitations and the costs of providing infrastructure. Monitor development trends and land supply and demand for housing and industry. Maintain access to productive natural resources and an adequate supply of well-located land for energy generation, infrastructure and industry. Restrict rural residential development that would compromise future development at higher densities.

Policy guidelines Consider as relevant: Victorian Government population projections and land supply estimates.

Page 1 of 1 18.01-1S Land use and transport planning 31/07/2018 VC148 Objective To create a safe and sustainable transport system by integrating land use and transport.

Strategies Develop integrated and accessible transport networks to connect people to jobs and services and goods to market. Plan urban development to make jobs and services more accessible by: Ensuring equitable access is provided to developments in accordance with forecast demand, taking advantage of all available modes of transport and to minimise adverse impacts on existing transport networks and the amenity of surrounding areas. Coordinating improvements to public transport, walking and cycling networks with the ongoing development and redevelopment of urban areas. Requiring integrated transport plans to be prepared for all new major residential, commercial and industrial developments. Focussing major government and private sector investments in regional cities and centres on major transport corridors, particularly railway lines, in order to maximise the access and mobility of communities. Integrate public transport services and infrastructure into new development. Improve transport links that strengthen the connections to Melbourne and adjoining regions.

Policy documents Consider as relevant: The Victorian Transport Plan (Victorian Government, 2008) Public Transport Guidelines for Land Use and Development (Victorian Government, 2008) Cycling into the Future 2013-23 (Victorian Government, 2012) Principal Public Transport Network 2017 (Department of Economic Development, Jobs, Transport and Resources, 2017)

Page 1 of 1 18.01-2S Transport system 31/07/2018 VC148 Objective To coordinate development of all transport modes to provide a comprehensive transport system.

Strategies Reserve land for strategic transport infrastructure. Require transport system management plans for key transport corridors and for major investment proposals. Incorporate the provision of public transport, cycling and walking infrastructure in all major new state and local government road projects. Locate transport routes to achieve the greatest overall benefit to the community to making the best use of existing social, cultural and economic infrastructure, minimising impacts on the environment and optimising accessibility, safety, emergency access, service and amenity. Locate and design new transport routes and adjoining land uses to minimise disruption of residential communities and their amenity. Plan or regulate new uses or development of land near an existing or proposed transport route to avoid detriment to and where possible enhance, the service, safety and amenity desirable for that transport route in the short and long terms. Facilitate infrastructure that connects and improves train services between key regional cities and townships and Melbourne. Ensure that pedestrian and cyclist access to public transport is facilitated and safeguarded. Ensure the design, construction and management of all transport modes reduces environmental impacts. Ensure careful selection of sites for freight generating facilities to minimise associated operational and transport impacts to other urban development and transport networks. Consider all modes of travel, including walking, cycling, public transport, taxis and private vehicles (passenger and freight) in providing for access to new developments.

Policy guidelines Consider as relevant: Any applicable highway strategy published by VicRoads.

Policy documents Consider as relevant: The Victorian Transport Plan (Victorian Government, 2008) Freight Futures: Victorian Freight Network Strategy for a more prosperous and liveable Victoria (Victorian Government, 2008) Public Transport: Guidelines for land use and development (Victorian Government, 2008)

Page 1 of 1 18.01-2R Transport system - Geelong G21 31/07/2018 VC148 Strategies Support improved transit and access within Geelong and the wider region. Support a greater connection to the Werribee growth corridor and Melbourne.

Page 1 of 1 18.02-2S Public Transport 31/07/2018 VC148 Objective To facilitate greater use of public transport and promote increased development close to high-quality public transport routes.

Strategies Maintain and strengthen passenger transport networks. Connect activity centres, job rich areas and outer suburban areas through high-quality public transport. Improve access to the public transport network by: Ensuring integration with walking and cycling networks. Providing end-of-trip facilities for pedestrians and cyclists at public transport interchanges. Plan for bus services to meet the need for local travel. Ensure development supports the delivery and operation of public transport services. Plan for and deliver public transport in outer suburban areas that is integrated with land use and development. Provide for bus routes and stops and public transport interchanges in new development areas.

Policy documents Consider as relevant: Public Transport Guidelines for Land Use and Development (Victorian Government, 2008) The Victorian Transport Plan (Victorian Government, 2008) Cycling into the Future 2013-23 (Victorian Government, 2012)

Page 1 of 1 GREATER GEELONG PLANNING SCHEME

21.01 INTRODUCTION 28/01/2010 C129(Part 1) Drawing inspiration from council’s vision: Geelong , coast country and suburbs is the best place to live through prosperity and cohesive communities in an exceptional environment the Municipal Strategic Statement (MSS) sets out the key objectives and strategies that will guide land use and development in the City of Greater Geelong. The MSS is consistent with and builds on the objectives and strategies set out in the Victorian State Planning Policy Framework (SPPF) and council’s corporate plan – City Plan. An overview of the municipality can be found in Council’s City Plan.

Page 1 of 1 GREATER GEELONG PLANNING SCHEME

21.02 CITY OF GREATER GEELONG SUSTAINABLE GROWTH FRAMEWORK 17/10/2019 C388ggee The MSS is a key part of Council’s commitment to the City of Greater Geelong Sustainable Growth Framework. The Sustainable Growth Framework sets out key principles for ensuring that all actions and development undertaken in the City of Greater Geelong meets the needs of the present community, without compromising the ability of future generations to meet their own needs. There are four key elements to the City of Greater Geelong Sustainable Growth Framework:

1. Managing Urban Growth

Council will: Set clear settlement boundaries and consolidate development within those boundaries in a managed way. Encourage diversity in all communities. Design healthy, walkable neighbourhoods. Strive for engagement and inclusion in all communities. Protect, restore and enhance Geelong’s biodiversity and natural systems.

2. Building Sustainable Infrastructure

Council will: Strive to develop a comprehensive network of accessible public transport. Deliver safe, accessible linkages within and between towns that encourage walking, cycling and the use of alternative modes of transport. Work with others to generate sustainable solutions to freight and people movement. Look to the future when planning for and designing infrastructure.

3. Encouraging Diversity in Industry

Council will: Support existing businesses and employers in Greater Geelong to achieve sustainable outcomes. Encourage the growth of new and sustainable industry sectors. Look for innovative ways to engage with the private sector. Encourage the development of collaborative, interdependent industry clusters. Provide a diverse range of high quality industrial and commercial land.

4. Reducing Greenhouse Gas Emissions

Council will: Work with the community and other agencies to identify and promote ways to reduce greenhouse gas emissions in homes and industries. Take climate change into account when considering the location and design of urban areas. Use natural resources sustainably and dispose of wastes responsibly. Strive for environmentally sustainable design by ensuring development demonstrates design potential for efficient use of energy at the planning stage. These principles guide the objectives and strategies within the Municipal Strategic Statement.

Page 1 of 1 Further review and analysis has been done at the sub-region and township levels, as shown in Figure 3.

FIGURE 3: Sub-regions and townships of the City of Greater Geelong

Northern Growth Area

Western Growth Portarlington Area Indented Heads

Urban Geelong Drysdale/ Clifton Springs St Leonards

Leopold

Armstrong Creek Growth Area

Point Ocean Grove Lonsdale

Barwon Heads

ESTABLISHED AREAS PLANNING SUB-REGION RAILWAY STATIONS CITY OF MODEST INFILL HOUSING GREATER GROWTH AREAS HIGHWAYS GEELONG FUTURE GROWTH AREAS MAJOR ROADS INVESTIGATION AREA RAIL NETWORK N

0 1 2 4 6 km

17 CONNECTING REGIONAL VICTORIA

VICTORIA’S REGIONAL NETWORK DEVELOPMENT PLAN

1 Published by Department of Economic Development, Jobs, Transport and Resources 1 Spring Street Melbourne, Victoria 3000 Telephone (03) 9208 3799 May 2016 © Copyright State Government of Victoria 2016 This publication is copyright. No part may be reproduced by any process except in accordance with provisions of the Copyright Act 1968. Authorised by the Victorian Government, Melbourne. Printed by Impact Digital Designed by DEDJTR Design Studio ISBN 978-1-925466-80-5 (Print) ISBN 978-1-925466-81-2 (pdf/online) Disclaimer The information contained in this report is provided for general guidance and assistance only and is not intended as advice. You should make your own inquiries as to the appropriateness and suitability of the information provided. While every effort has been made to ensure the currency, accuracy or completeness of the content we endeavour to keep the content relevant and up to date and reserve the right to make changes as require. The Victorian Government, authors and presenters do not accept any liability to any person for the information (or the use of the information) which is provided or referred to in the report. Except for any logos, emblems, trademarks, artwork and photography this document is made available under the terms of the Creative Commons Attribution 3.0 Australia licence.

Accessibility This document is also available in PDF and accessible Word format at www.transport.vic.gov.au/rndp

2 Connecting Regional Victoria Regional Network Development Plan CONTENTS

A MESSAGE FROM THE PREMIER AND THE MINISTER FOR PUBLIC TRANSPORT 4

01 EXECUTIVE SUMMARY 6

REGIONAL NETWORK DEVELOPMENT PLAN FRAMEWORK 8

GETTING STARTED 11

02 RESPONDING TO CHANGE IN REGIONAL VICTORIA 12

REGIONAL VICTORIA – FUTURE POPULATION 13

03 LISTENING TO LOCAL COMMUNITIES 14

CONVERSATIONS IN NUMBERS 16

04 OUR REGIONAL PUBLIC TRANSPORT NETWORK 18

05 REGIONAL NETWORK DEVELOPMENT PLAN 22

STRATEGIC PRIORITY: BUILDING A BETTER PUBLIC TRANSPORT NETWORK 24

STRATEGIC PRIORITY: PUTTING PASSENGERS FIRST 30

STRATEGIC PRIORITY: DEVELOPING LOCAL TRANSPORT SOLUTIONS 34

06 REGIONAL PUBLIC TRANSPORT PRIORITIES 39

BARWON SOUTH WEST 40

GIPPSLAND 42

GRAMPIANS 44

HUME 46

LODDON MALLEE 48

07 NEXT STEPS 50

3 A MESSAGE FROM THE PREMIER AND THE MINISTER FOR PUBLIC TRANSPORT

Victoria is growing We’re pleased to present The plan trials a number Connecting Regional Victoria, of new approaches, such faster than Victoria’s first Regional Network as using school buses outside any other state. Development Plan. It is of school times to meet other Our regions are a statewide plan for regional local travel needs, increasing home to about public transport developed services to regional Victoria following an extensive in the peak, carrying bicycles one-quarter of conversation with people, on buses and operating new Victoria’s population businesses, local councils and services that cater for and play a vital role community organisations from seasonal demand at busy in our prosperity. across regional Victoria. times of the year. We have taken the bright We know that public transport ideas and valuable insights is important to our regional of thousands of people from communities because we both regional Victoria to lay out grew up relying on it to access a plan to improve public education, recreation, jobs transport services and and services. connections. The aim of the Regional Network Development Plan is to move away from ad hoc decisions and deliver a better coordinated and integrated public transport network, where train, bus and coach services work together to get people where they need to go.

4 Connecting Regional Victoria Regional Network Development Plan

Thank you to all Victorians The Hon. Daniel Andrews MP who contributed to the plan’s Premier of Victoria development. This plan reflects The Hon. Jacinta Allan MP their commitment to better Minister for Public Transport connect their communities Minister for Major Projects and regions. We also thank the Regional Transport Advisory Group members, who provided an invaluable link between government and regional communities. We look forward to an ongoing discussion with communities across regional Victoria as we work to improve these important services. Planning for reliable, accessible and safe public transport services will help Victoria’s regions continue to thrive, while protecting the liveability of our marvellous regional towns and cities.

5 01 EXECUTIVE SUMMARY

The Regional Network WHAT WE HEARD LINKING TO VICTORIA’S Development Plan REGIONAL STATEMENT guides the short, For the first time, regional medium and long communities have been The Victorian Government consulted on the current has released Victoria’s Regional term priorities needed and future public transport Statement, which highlights to modernise the needs of their region. Across the government’s commitment network with more regional Victoria, people told to rural and regional us they want more reliable and track, more trains, communities. The statement more frequent train services. outlines actions and better facilities, They want better connected investments focused on creating and more services. coaches and buses that arrive jobs, unlocking new investment and leave more frequently and ensuring a brighter future to the places they want to It sets out a medium to long for families and communities. go. They want innovative term plan to deliver a modern Improving regional transport solutions to transport, tailored commuter-style service for is a core focus of Victoria’s to the specific needs of their the growth areas of Geelong, Regional Statement. We want communities. They want Bendigo, Ballarat, Seymour to make sure that transport a modern regional transport and Traralgon, and service services match the changing network that gets them improvements to outer travel needs of regional centres where they need to go. regional areas. It outlines and towns. We want to reduce a pathway to deliver: The Victorian Government has travel times for freight and heard regional Victorians. The businesses, and make it easier • a commuter-style service result is a plan that balances for visitors to get to regional with a minimum 20 minute passenger, freight and business Victoria. The Regional Network train frequency in the peak travel needs with each region’s Development Plan supports • a 40 minute off-peak current circumstances and Victoria’s Regional Statement by frequency of services aspirations for the future. identifying actions to improve to Melbourne the public transport network. • five services, five days a week to the outer regional train lines of Warrnambool, Bairnsdale, Albury-Wodonga, Echuca, Swan Hill and Shepparton.

6 Connecting Regional Victoria Regional Network Development Plan CONNECTING • improve the experience of public transport passengers REGIONAL VICTORIA by setting a minimum level and quality of service The Regional Network • support the trial of innovative Development Plan’s purpose and more flexible transport is to deliver better connections services, and make better to regional centres, better use of existing assets and connections between centres infrastructure and Melbourne and make it easier for people to move • guide future planning for around regional Victoria and investment in the freight using public transport. and passenger rail network, with a focus on encouraging The plan responds to changing economic development and regional travel needs and job creation sets priorities for regional • support the growing regional public transport services, tourism industry infrastructure and investment. • give communities across The plan aims to: Victoria a say in planning • deliver a better public for future public transport transport network across services in their region. regional Victoria, with new The new plan for public connections, more trains, transport services in regional better stations and improved Victoria will ensure that, bus and coach services together with the road • develop tailored public network, people have access transport priorities and to a well functioning and actions for each region that complete transport network. respond to changing local travel needs and support local infrastructure and services plans

7 REGIONAL NETWORK DEVELOPMENT PLAN FRAMEWORK

1. REGIONAL PUBLIC TRANSPORT PRIORITIES • Barwon South West regional priorities • Gippsland regional priorities • Grampians regional priorities • Hume regional priorities • Loddon Mallee regional priorities

2. KEY PRINCIPLES • Passenger-first approach • Safe, efficient and reliable trips • Supporting social and economic inclusion through good local transport • Growing the regional transport network to meet demand • Connecting communities with opportunities for people to get to work, socialise and access services • Integrated regional public transport network • Efficient seu of existing transport assets and resources

3. STRATEGIC NETWORK WIDE PRIORITIES

Building a better Putting Developing local public transport network passengers first transport solutions

• More trains • Better • Improving • Better station facilities passenger local transport information • Better bus and • Making new coach services • Better connections facilities and • Balancing future • Encouraging experiences freight and passenger active transport rail network • Making • Supporting transport • Simplified public tourism accessible transport fares and tickets

8 Connecting Regional Victoria Regional Network Development Plan 9 GRAMPIANS LODDON MALLEE

✔ Ballarat Line Upgrade ✔ Two additional off-peak project to improve capacity, return services from duplicate tracks and Melbourne to Bendigo upgrade stations each day ✔ Two additional off-peak ✔ Upgrade Bendigo and return services from Eaglehawk stations Melbourne to Ballarat ✔ Upgrade Woodend, each day Gisborne and Kyneton ✔ Improvements for Ballarat station car parks and Horsham coach ✔ Upgrade bus stops interchanges and bus stops in Mildura, Echuca, ✔ 200 extra car parks and Bendigo to meet demand at ✔ Investigate a shuttle Wendouree station bus option to and from ✔ Upgrade Ballan station Swan Hill Mildura Airport waiting area ✔ Real-time information for ✔ Additional return service key Bendigo bus stops Ballarat to Maryborough on weekdays

Echuca Albury BARWON SOUTH WEST Shepparton

✔ Additional off-peak return service from Melbourne to Geelong each day ✔ A train every 40 minutes to Waurn Ponds from 7 am Bendigo to 7 pm on weekends Maryborough Seymour ✔ Additional return service between Melbourne and Ararat Warrnambool every Sunday ✔ Regional bus service improvements for the Bellarine Peninsula ✔ Upgrade bus stops and Bairnsdale coach interchanges Ballarat in Geelong, Hamilton, Warrnambool and Portland ✔ Improvements to Marshall and North Shore stations Geelong ✔ Additional car parks at Lara and Marshall stations ✔ Planning for track Warrnambool Traralgon duplication between South Geelong and Waurn Ponds and investigation into new services to Armstrong Creek ✔ A fourth return service between Geelong and Warrnambool on weekdays

10 Better Regional Public Transport Regional Network Development Plan GETTING IT DONE 2016-2017 STATE BUDGET INITIATIVES

HUME GIPPSLAND ✔ Rolling stock improvements and planning for the ✔ retirement of classic fleet Two additional return on the North East line off-peak services from Melbourne to Traralgon ✔ Additional Seymour each day to Shepparton service ✔ extension each day Regional bus service improvements for the Swan Hill ✔ Upgrade Wallan and Latrobe Valley, including Kilmore East car park bus shelters facilities ✔ Upgrade coach ✔ Upgrade Shepparton interchanges in Wonthaggi, station waiting area Leongatha, Anderson, and Koo Wee Rup ✔ Install bike facilities at major stations in the region ✔ Upgrade bus stop signage in Bairnsdale and Sale ✔ Extra shelters at major Echuca bus stops in Shepparton ✔ Upgrade stations on the Gippsland line and ✔ Upgrade Seymour Shepparton Albury investigate increased coach interchange car park capacity to meet demand at Morwell, Moe and Traralgon stations ✔ Planning work for upgrades on the Gippsland Line Bendigo Maryborough Seymour Ararat NETWORK WIDE IMPROVEMENTS

✔ Purchase of an additional 27 VLocity carriages and delivery of supporting stabling infrastructure to boost capacity on the regional network Ballarat Bairnsdale ✔ Investment in planning for Next Generation Regional Rolling Stock to cater for the future needs of regional Victoria ✔ Major periodic maintenance to guard against deterioration of the network and improve service reliability for regional Geelong passengers ✔ Funding to rebuild V/Line capacity and deliver the services passengers expect and deserve Warrnambool Traralgon ✔ Road and rail minor works fund to improve train stations, bus stops and coach interchanges across regional Victoria ✔ Investment in planning for the next phase of works identified in the Regional Network Development Plan ✔ Co-investment in Project Regeneration to upgrade rail sidings to improve freight efficiency ✔ Standardise and increase axle loading of rail freight lines through the Murray Basin Rail Project to reduce freight costs

11 02 RESPONDING TO CHANGE IN REGIONAL VICTORIA

As the population, A GROWING AND MEETING DIVERSE industries and local CHANGING REGIONAL TRANSPORT NEEDS economies of regional POPULATION Victoria change, the Better transport connections transport system After a period of strong and options are needed investment in regional to support changing travel must keep up with communities, more people are patterns for trips to work, travel changing regional choosing to remain in or move outside of normal business travel needs. to regional centres. hours, accessible and local trips to support an ageing Increasingly, Victoria’s regional population and to support cities are offering jobs, the shift to jobs in service- education, health and other based industries. services that were previously only available in Melbourne. More people are travelling Combined with lifestyle between regional towns and advantages and lower housing cities for work. Across regional prices, these opportunities Victoria, a growing number are attracting more people of people are travelling outside to regional Victoria. traditional business hours. For example, young people need Our regional cities and many public transport in the evenings towns are thriving, with growing and weekends to access work, populations and transforming study and social opportunities. economies. But the growth Providing these connections is uneven. It is forecast that is critical to retaining young 40 per cent of all regional people in regional areas. population growth to 2031 will be in the cities of Greater In places with ageing Geelong, Bendigo and Ballarat. populations, reliable and At the same time, some smaller accessible public and local towns are maintaining stable transport will be vital to help populations while others older Victorians remain are declining. independent, mobile and active in their local communities. Good public transport services within our regional cities will Closer to Melbourne, many be vital to supporting and rapidly growing outer suburbs managing regional growth. are serviced by V/Line, and Strong transport connections demand for these services between smaller towns and is increasing. large centres will be a key Changes are occurring in key factor in maintaining these industries in regional Victoria, towns as great places to live with a shift underway towards and popular places to visit. more service-based industries such as retail, healthcare and professional, scientific and technical services. This means our transport system will need to cater for more local public transport trips to employment hubs and retail centres. 12 Connecting Regional Victoria Regional Network Development Plan REGIONAL VICTORIA – FUTURE POPULATION

This map shows the projected population growth for regional Victoria’s local government areas, between 2011-2031. These projections are based on the Victorian Government’s Victoria in Future 2015 report.

RATE OF CHANGE Mildura

4.0% and above 3.0% to 4.0% 2.0% to 3.0% 1.0% to 2.0% 0.5% to 1.0% 0.0% to 0.5% Less than 0.0%

Wodonga

Shepparton Wangaratta

Horsham Bendigo

Ballarat

Greater Warrnambool Geelong Latrobe

13 03 LISTENING TO LOCAL COMMUNITIES

Across regional Through our regional public With an ageing population transport consultation program in regional Victoria, many Victoria, people have in 2015, thousands of people people emphasised the said they want to from across the regions told us importance of providing use public transport what they wanted from public universal access to the services more, but transport services, including: public transport system and encouraging independence • comfortable and clean they need them among older people and people trains, buses, stations and to be more reliable who are socially disadvantaged bus shelters and frequent. or living with a disability. • on-board services such as mobile access, power People want access in and out points and work tables of smaller towns and remote communities, and suggested • adequate car parking, lighting non-traditional, smaller and and toilet facilities at stations more flexible services could • better quality food and be used to meet these needs. drinks and more secure Many regional communities storage for luggage on long suggested using school buses distance services in their area during the day • consistent ticketing across to run local bus services to regional Victoria shopping centres, medical • up-to-date information services, education precincts about services and train stations. • better promotion of public In some regional communities transport in regional Victoria such as popular tourist • helpful journey planning destinations or those with information such as how seasonal workforces, travel to connect to services. needs can change depending on the time of year. These Communities told us they communities want public wanted a bigger focus on transport services with the improving public transport flexibility to match seasonal within and between regions. travel demand. Across all regions, people consistently said ‘it’s not all about getting to Melbourne’.

14 Connecting Regional Victoria Regional Network Development Plan Freight and its relationship The group was co-chaired with public transport was by Jaclyn Symes, Member for also a topic of discussion Northern Victoria and Richard across Victoria, particularly in Elkington, Gippsland Regional the north of the state where Development Committee Chair. regional businesses rely heavily Other RTAG members (and their on the rail and road freight positions at the time of their network to get their goods appointment) were: to market. In these areas, • Jo Bourke, Executive Director, communities and businesses Wimmera Development want reliable and efficient Association freight connections to markets and export gateways, without • Bruce Anson, CEO, compromising passenger Warrnambool City Council services and public transport • Janet Dore, CEO, Transport connectivity. Accident Commission To read more about the • Trevor Budge, Manager community and stakeholder of Strategy, City of consultation, see the Greater Bendigo Conversation Report • Patience Harrington, Chief at ptv.vic.gov.au Executive, City of Wodonga • David McKenzie, Chair, Committee for Greater REGIONAL TRANSPORT Shepparton ADVISORY GROUP • Judy Verlin AM, Chair, Committee for Ballarat. Formed in June 2015, the Regional Transport Advisory The Minister for Public Transport Group (RTAG) provided a link will continue to consult with between regional communities and seek advice from leaders and the Victorian Government. in regional Victorian Working closely with Public communities, including Transport Victoria, the the Regional Partnerships, Department of Economic regarding local transport issues. Development, Jobs, Transport and Resources, V/Line and its operators, RTAG provided local feedback, on-the-ground information and ideas about regional public transport.

15 CONVERSATIONS IN NUMBERS

38 12,000 1,700 COMMUNITY & STAKEHOLDER STICKY WORKSHOPS NOTES ONLINE SURVEYS 102 20 670 SUBMISSIONS IN DEPTH ONLINE INTERVIEWS COMMENTS MORE THAN 1,400 ATTENDEES

MORE TOTAL PIECES OF THAN 1 5 0 0 0 FEEDBACK

16 Connecting Regional Victoria Regional Network Development Plan 17 04 OUR REGIONAL PUBLIC TRANSPORT NETWORK

New investment TOWN BUSES PROVIDE Regional Rail Link separated metropolitan and regional is transforming LOCAL SERVICES services through Melbourne’s and modernising west, giving Geelong, Bendigo Victoria’s regional The map on pages 20-21 shows and Ballarat trains their own network at a time the current regional public dedicated tracks from Sunshine transport network. It includes to Southern Cross Station. when increased regional V/Line trains and demand is putting coaches as well as local town Melbourne Metro is the next exciting chapter in the pressure on the bus routes. Demand on the network continues to increase. Victorian rail network’s story. network. Patronage on V/Line services This project will include twin increased 50 per cent over nine kilometre tunnels and five the eight years to 2014, while new underground stations regional town bus networks at Arden, Parkville, CBD North, OUR REGIONAL PUBLIC in 2014 carried approximately CBD South and Domain. TRANSPORT NETWORK 3 million more passengers Melbourne Metro will make it compared to 2006. easier to travel from Ballarat, Bendigo, Geelong Across regional Victoria, and Traralgon to major train services are delivered hospitals and universities on 1,747 km of rail track, ONGOING in Parkville and to destinations while over 41 million bus TRANSFORMATION around St Kilda Road. and coach kilometres are travelled each year. Victoria’s regional public The regional rail network transport network has been provides the backbone of the transformed through major regional transport system, with investments such as Regional the coach network connecting Fast Rail and Regional Rail journeys throughout the state Link. Regional Fast Rail and providing critical links revolutionised travel between between communities. Geelong, Ballarat, Bendigo, Traralgon and Melbourne in Just as the number of people the mid-2000s. This landmark using public transport will initiative accelerated increase over the coming years regional growth and provided so will the amount of freight on direct access to jobs once the regional network. Careful inaccessible to people management is required on in regional cities. rail lines that carry passenger and freight trains to avoid delays and ensure safety and efficiency.

18 Connecting Regional Victoria Regional Network Development Plan The upgrade of the ADDRESSING Cranbourne-Pakenham corridor is another CONSTRAINTS ON metropolitan project that THE EXISTING RAIL will boost regional service NETWORK reliability. These works will improve reliability for Gippsland With demand for passenger passengers by removing and freight services increasing, the potential for conflict addressing constraints on the and service disruption rail network will be important at some of Melbourne’s in delivering a coordinated busiest level crossings. public transport network. Funding has been committed Current constraints that restrict to enable planning to the development of improved commence for infrastructure timetables and services include: upgrades between Upfield and Somerton. Future works will • single track and manual train enhance services for Wallan signalling systems that limit and Seymour and provide the number of trains that additional capacity. can operate and prevent trains from running in both The Ballarat Line Upgrade directions at the same time will duplicate sections of track and upgrade stations to • unprotected level crossings improve services and address and farm crossings that growing passenger demand. limit the number and speed This is one of a number of of trains major projects transforming • freight and passenger our regional rail network. services using the same lines, which creates timetable challenges • metropolitan and regional services using the same tracks, which creates timetabling challenges and the potential for train delays, leading to overcrowding and unreliability.

19 REGIONAL PUBLIC TRANSPORT NETWORK

Robinvale Mildura

Pinnaroo Murrayville To Grifﬁth Manangatang Ouyen Barham To Adelaide Piangil Finley Oaklands Tocumwal Barmah Cohuna Deniliquin Cobram Sea Lake Swan Hill Corowa Nathalia Numurkah Birchip Moama Mulwala

Echuca Kyabram Shepparton Rutherglen Yaapeet Hopetoun Kerang Yarrawonga To Sydney Pyramid Warracknabeal Donald Rochester Mooroopna Wangaratta Albury To Canberra Elmore Stanhope Murchison East Dingee Springhurst Chiltern Wodonga Benalla Eaglehawk Violet Town Epsom Nagambie Wedderburn Euroa Nhill Horsham Rupanyup St Arnaud BENDIGO Avenel Kangaroo Beechworth To Adelaide Dimboola Murtoa Dunolly Flat Castlemaine SEYMOUR Tallarook Malmsbury Heathcote To Canberra Broadford Kyneton Bright Avoca Lancefield Kilmore East Woodend Gisborne Stawell Daylesford Macedon Wandong Mount Beauty Cann River To Narooma Maryborough Heathcote Junction & Batemans Orbost Riddells Bay Talbot Creek Wallan Clunes Clarkefield Sunbury Lakes Entrance Donnybrook Mount Buller Creswick Bacchus Paynesville Watergardens Halls Gap Ararat BALLARAT Marsh Rockbank Craigieburn Mansfield Bairnsdale Dunkeld Broadmeadows Yea Maffra Beaufort Wendouree Ballan Melton Deer Park Ardeer Stratford Essendon Tarneit Sunshine Whittlesea Sale Hamilton Glenthompson Wyndham Vale Footscray North Melbourne Rosedale Little River Skipton Dynon TRARALGON Ringwood Derrinallum Lara SOUTHERN CROSS FLINDERS STREET Morwell Casterton Corio Richmond Moe Mortlake North Shore Trafalgar Koroit Caulfield Terang Colac North Geelong Yarragon Mount Winchelsea Marshall Clayton GEELONG Gambier Dandenong Nar Nar Warragul Heywood Camperdown Birregurra Waurn South Berwick* Goon Garfield Drouin Ponds Geelong Sherwood Park Longwarry Warrnambool Anglesea Pakenham Tynong Bunyip Portland Port Hastings Fairy Lorne Lang Lang Port Campbell Apollo Bay LEGEND Korumburra Anderson Leongatha V/Line train Yarram V/Line coach Wonthaggi Local bus network Cowes (Phillip Island) Inverloch Train and coach interchange Coach interchange Freight network Cape Paterson *Map not to scale

20 Connecting Regional Victoria Regional Network Development Plan Robinvale Mildura

21 05 REGIONAL NETWORK DEVELOPMENT PLAN

The Regional Network The plan responds to changing CREATING AN regional travel needs and Development Plan reflects the contributions, INTEGRATED outlines the projects views and ideas of people, TRANSPORT SYSTEM needed now and businesses and organisations into the future to across regional Victoria. Transport policy and planning in Victoria is guided by the modernise the Victorian Government’s network with more GUIDING INVESTMENT overarching objectives to track, more trains IN PUBLIC TRANSPORT support economic development and more services. and social inclusion, and to coordinate land use and The Regional Network transport planning. Development Plan moves away from ad hoc service While it focuses on the public improvements towards a more transport network, the Regional coordinated and integrated Network Development Plan regional public transport recognises that this is just one network where train, coach and part of an integrated transport bus services work together to get system that needs to move people where they need to go. people and goods around the state. The plan sets short, medium and long term actions There is a need to coordinate to progressively improve and regional services with the modernise Victoria’s regional metropolitan rail network given public transport network. the significant growth in outer metropolitan Melbourne. The plan establishes principles for developing the best The plan reflects a broader public transport network integrated approach to for a particular location. planning to support Victoria’s growth and development. The principles recognise that This broader approach brings population growth, economic together thinking about all opportunities and social factors forms of transport so they vary over time and that the collectively contribute to shape of the future public ensuring Victoria is well transport network within connected and a thriving place a region needs the flexibility to live and do business. to adapt to changing circumstances.

22 Connecting Regional Victoria Regional Network Development Plan SETTING STRATEGIC In planning regional Victoria’s public transport PRIORITIES network, the Government recognises that coaches The Regional Network and buses are an integral Development Plan sets out part of a coordinated public three strategic, network-wide transport network and that priorities for regional low demand services, public transport: particularly local services, • Building a better public could be better provided by transport network other modes such as taxis. • Putting passengers first We recognise that for an • Developing local effective, integrated system transport solutions we may need to use some network corridors primarily This plan will be regularly for freight, develop alternative reviewed and monitored corridors for passengers trains to reflect emerging trends or manage the way passenger and community needs, and trains and freight move on the investment by government. same corridor. Our aim is to provide a clearly defined regional DIFFERENT SERVICES public transport network, with FOR DIFFERENT NEEDS different types of services that are tailored to meet the specific Regional Victoria’s public needs of local communities. transport network comprises several modes: rail, long distance coach, and school and town buses. Together these modes enable passengers to access services, education, recreation and employment. They share infrastructure that moves both people and freight.

23 STRATEGIC PRIORITY BUILDING A BETTER PUBLIC TRANSPORT NETWORK

Regional Victorians This priority is not just about efficiently operating our public want more reliable transport network. It is also and more frequent about making sure we respond public transport to changes in regional Victoria services. to take people from where they live to where they want to go.

They want better connected coaches and buses that arrive WHAT WE HEARD and leave more frequently to the places they want to go. More tracks, more trains “Consistent lighting is needed and more services will help for passengers to disembark.” address some of the barriers – Swan Hill workshop to encouraging more public participant transport use. “We need suitable train Better infrastructure and times to attend meetings service planning can improve in Melbourne.” travel times, reliability of – Shepparton workshop services and connections, participant while simplified ticketing will “More trains should go make the network easier through to Waurn Ponds, to access. there’s so many new houses going in there!” – Geelong workshop participant “There’s not many places in the Sunraysia area where you can buy a myki.” – Mildura workshop participant “There’s no overnight secure parking available at or near the station for out-of-towners.” – Benalla workshop participant “Capture the wider benefits in rail upgrade business cases, like freight.” – Bairnsdale workshop participant MORE TRAINS

Increasing the number of train SHORT TERM MEDIUM TERM LONG TERM services was raised often in our UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS community conversations. To run more services, we need Build new train stabling at key locations on the network more trains. The Victorian Government is already buying Procure and roll more VLocity carriages, out 21 VLocity upgrading older trains, and carriages with will soon procure the next an additional order generation of regional trains. of 27 to follow We will continually assess Procure and roll out next generation where we can add more of regional trains services as we receive more trains and new infrastructure. Progressively retire older trains including H-cars and N-cars This includes a mixture of stopping all-stations and Develop and implement a standard specification limited express trains to get for new public transport vehicles people where they need to go Modernise older Refurbish older Complete VLocity as quickly as possible. trains to improve VLocity trains refurbishment We will also develop standard reliability and for improved program specifications for public comfort passenger comfort transport trains and buses and reliability to make sure they consistently Work towards a minimum 20 minute peak frequency, 40 minute include the modern features interpeak frequency across the commuter rail network passengers expect. Ongoing program to add more train services across the regional network and increase frequency of train services

NEW TRACK FOR REGIONAL VICTORIANS Regional commuters have more reliable train services following the completion of the $3.65 billion Regional Rail Link project. Regional Rail Link expanded Victoria’s rail network, with 90km of new track and dedicated regional lines for Geelong, Bendigo and Ballarat trains from West Werribee Junction to Deer Park, and along the existing rail corridor from Sunshine to Southern Cross Station. The project removed bottlenecks that cause train delays by untangling regional and metropolitan train services as they travel through Melbourne’s west into the heart of the city. The Regional Rail Link has provided capacity for additional services during each morning and evening peak period, allowing more Victorians to get where they need to go.

25 BETTER STATION FACILITIES

Our community conversations SHORT TERM MEDIUM TERM LONG TERM UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS highlighted the importance of providing station facilities Develop and Continue to implement station amenity that meet the needs of commence a improvement program to improve local communities. We have station amenity passenger safety and amenity developed standards for improvement different station types – from program large regional cities to small towns. Thousands of new Review car parking Continue to add car parking passengers are using our needs at regional as necessary regional stations each year. stations Developing station standards Add extra car will mean passengers can parking at priority expect consistent facilities stations following at stations and interchanges the review across the network. Extend station platforms to allow for longer trains as necessary Where we have heritage stations, these will be preserved Develop interchange Upgrade and enhanced to form standards for interchanges to gateways to regional centres. different station and meet new standards interchange types Options for improving security and facilities at regional Improve Identify opportunities to work with local stations and interchanges interchanges councils on mixed use developments will be investigated. This may at major around major transport hubs involve improvements to transport hubs lighting and CCTV systems, Upgrade stations and interchanges intercom buttons on platforms, to provide improved safety and passenger and waiting room or toilet amenity features upgrades. We will also review car parking needs at regional Develop a stations including secure strategic plan for overnight car parking at certain the metropolitan long distance regional stations. and regional rail interface Station platforms will be extended to allow for longer trains as necessary. In the short term, this will allow longer trains to operate on commuter corridors and potentially nine car trains in the medium term on some routes.

26 Connecting Regional Victoria Regional Network Development Plan BETTER BUS AND COACH SERVICES

Our community conversations SHORT TERM MEDIUM TERM LONG TERM highlighted that travelling UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS between and within regional cities and towns was just as Trial express coach Establish standardised interchanges important to people as getting services to connect for transfers between coaches and to and from Melbourne. with existing train trains on the metropolitan network A ‘hub and spoke’ network services (pending outcomes from the trial) of bus and coach services Improve key Review east-west coach upgrades is important for creating better east-west coach and identify other connections connections between cities connections for improvement and towns, as well as improving between regions, connections across the state. such as Benalla- A hub and spoke network allows Shepparton- passengers to move across Bendigo their local areas by using multiple coordinated services. Increase coach Continue to add frequency and capacity services on key on the coach network The Victorian Government will routes including undertake a network review links to regional of regional town bus services cities to improve bus services on key routes, including links Network review Improve town bus to regional cities. of regional town services and add bus services new routes following We will identify opportunities including potential the review to increase services using our for new routes existing infrastructure and assets. For example, some Upgrade stops to provide improved safety coach services could run and passenger amenity features directly to train stations on Melbourne’s metropolitan fringe rather than into the CBD, to reduce travel time. We will also develop a procurement strategy to meet demand for buses. In addition to upgrading train stations, we will develop standards for different types of bus stops. This will mean passengers can expect consistent facilities at stops, stations and interchanges across the network.

27 SIMPLE FARE SOLUTIONS

Many people told us that SHORT TERM MEDIUM TERM LONG TERM Victoria’s regional fare system UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS can be confusing, and there are some anomalies in how Expand the number of retail outlets fares are calculated that lead with myki to inequities. Assess opportunities We also heard that people to further roll out are often frustrated with the myki in regional ticketing system, with some Victoria places using myki and others using paper ticket systems. Review existing Implement improved Review ticketing People want to travel across fare structure regional ticketing system to reflect regional Victoria on different when updating new technologies services without having to the fares and purchase new tickets for each ticketing manual leg of the journey. People said that a system like myki would make ticketing easier and travel by public transport more convenient. We will undertake a review of regional public transport fares and prepare a new fares and ticketing manual. Achieving greater simplicity will be a key aim of the review. We will expand the number of regional retail outlets with myki and assess locations to further roll out myki in regional Victoria.

28 Connecting Regional Victoria Regional Network Development Plan SUPPORTING FREIGHT AND JOBS

While the focus of this Regional Separating tracks for freight The government is continuing Network Development Plan and passenger trains can to upgrade the state’s is to support development of sometimes provide benefits, infrastructure, to ensure the public transport network, although this is not always grain and cereal crops in parts of the rail network that feasible. northern Victoria get to port carry passengers also have more efficiently through a We are delivering the Murray an important freight task. contribution to GrainCorp’s Basin Rail Project, which will Project Regeneration. The As regional Victoria’s population benefit farmers, grain exporters project is upgrading train grows and the demand for and local businesses by loading infrastructure and travel increases, more standardising and increasing sidings at grain sites in Victoria. passenger and freight axle loads on the region’s trains will be operating on freight rail lines. We are committed to improving the regional rail network. infrastructure for users of This project will improve Investment in more productive the rail freight system. The reliability of rail freight and infrastructure and freight state has an extensive and increase competition between services encourages economic important network of regional ports resulting in lower supply growth and job creation. freight terminals which includes chain costs. Deniliquin, Dooen, Mildura, Tocumwal, Warrnambool, and Wodonga. We will continue to maintain and upgrade rail infrastructure SHORT TERM MEDIUM TERM LONG TERM UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS across regional Victoria including track, signalling Deliver the Murray Standardise and increase axle loads on and level crossings to ensure Basin Rail Project other priority freight rail lines our rail network can meet to standardise the the needs of both freight and rail line and increase public transport users. axle loads Continue implementation of safety programs at road and pedestrian level crossings Continue the maintenance, upgrade and modernisation of rail infrastructure, including track, signalling and level crossings

Work with industry and local government in the Green Triangle to improve supply chains to the Port of Portland for timber and other commodities Work to remove regulatory anomalies for cross-border rail freight between Victoria, SA and NSW Capture opportunities in regional Victoria to connect new industries in adjoining precincts to transport corridors and terminals

29 STRATEGIC PRIORITY PUTTING PASSENGERS FIRST

We must provide WHAT WE HEARD a high-quality experience for “Wi-fi on buses and trains ” passengers using – Traralgon workshop the regional public participant transport network, “USB powerpoints and getting people where Wi-fi to make the commute they need to go more to uni more productive” easily and reliably. – Geelong workshop participant

We will improve the experience “I enjoy looking out the for passengers using our window but it’s often regional public transport too dirty” network by setting a minimum – Benalla workshop level and quality of service participant that people should expect when travelling. We want to “I’d like real-time information encourage more people to use for bus, coach and train public transport by removing on the phone app” barriers to accessing public – Warragul workshop transport services, giving participant people better travel information and providing a better “Not enough fresh healthy experience from the start food and local produce to the end of people’s journeys. on the train” – Warrnambool workshop participant

30 Connecting Regional Victoria Regional Network Development Plan BETTER PASSENGER INFORMATION

We know that providing information to passengers SHORT TERM MEDIUM TERM LONG TERM along their journey is important. UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS Passenger information points, Develop options Roll out fixed infrastructure with real-time real-time information and and trial statewide information following the trial public announcements are real-time tracking all critical in keeping people of trains, coaches well informed. All of these and buses elements will be improved as part of the Regional Network Better on-board dynamic passenger Development Plan. information on buses and coaches Working with local councils, we will develop and roll out Develop online Utilise new mobile technology to deliver improvements to local signage applications for information to passengers when and to make sure links to public real-time tracking where they need it transport and nearby local Improve directional centres are clear and easy signage at to understand. Southern Cross We will provide tailored Station information for regional passengers to improve their Work with local Continue the roll understanding about how to councils to develop out of improved use the network. Information directional signage directional signage will also be provided in other strategies for cities across all regional languages to help visitors and towns then networks move around. start roll out in key locations

Provide information in other languages for tourists and temporary visitors

Develop targeted Review transport information transport campaigns and update information campaigns for local areas

31 MORE COMFORTABLE SERVICES

Comfortable and enjoyable SHORT TERM MEDIUM TERM LONG TERM journeys are not only important UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS to current public transport users; they are also crucial Review cleaning Ongoing reviews to encouraging more people regimes and of cleaning regimes to use public transport. implement Providing better device improvements connectivity for passengers will help them work, study or stay in Investigate Build new train maintenance and contact with friends and family locations for train cleaning facilities more easily during their trips. cleaning facilities The Victorian Government is Investigate options Work with addressing mobile coverage to improve mobile mobile carriers blackspots on regional data connectivity to implement commuter trains and will look on regional solutions to improve to extend this further over time. public transport. mobile connectivity Cleaning regimes and Start delivery in on public transport the location of cleaning partnership with infrastructure will be reviewed the Commonwealth as part of this plan, with the aim and mobile carriers of adding more train cleaning to improve mobile facilities across the network. coverage on key public transport We will review and improve corridors catering and food services to source fresh local produce Update new train specifications to and provide healthier food include improved on-board technology for on-board trains and in vending passengers for example USB power points machines at major stations. and tray tables on new trains We will investigate operating where appropriate premium class coaches for some destinations, and Feasibility study If supported and If feasible continue consider USB power points for a premium feasible roll out roll out of a and tray tables as part of class on coaches a premium class premium class on new train specifications. on coaches, with coaches for coach priority for longer trips between two distance routes and three hours over three hours

Review on-board Improve on-board catering to train catering meet passenger to source fresh expectations local produce

Provide food Consider building food and beverage and drink vending outlets when upgrading major stations machines at stations

32 Connecting Regional Victoria Regional Network Development Plan MAKING PUBLIC TRANSPORT ACCESSIBLE

Travelling independently is SHORT TERM MEDIUM TERM LONG TERM important to older people and UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS mobility-impaired Victorians. Equally important is providing Upgrade bus and Continue the roll out of accessible access to public transport for coach stops with buses and coaches and enable mobility- families using prams. Being disability compliant impaired passengers to use the in-built able to use buses, coaches and access lift on coaches trains opens up opportunities for people to move about and Continue to implement a regional rail participate fully in community station accessibility program life. As many regional Victorians told us, access to public Work with the Public Transport Access Committee on transport services will become accessibility issues in regional Victoria increasingly important in places with ageing populations. Full accessibility across the regional public transport network means upgrading stations, bus stops and coach interchanges, as well as the vehicles that provide public transport. In the short term, we will upgrade bus and coach stops to ensure they are fully accessible. We will continue to roll out a regional train station accessibility program with major interchanges given priority initially.

REAL-TIME TRAVEL INFORMATION FOR REGIONAL VICTORIA More regional passengers now have access to timely commuter travel updates thanks to the roll out of real-time information at stations. Electronic displays, public address announcement messages and customer information points were installed in 2016 at 10 stations on the Bendigo line as well as 33 V/Line stations on the Geelong, Ballarat and Gippsland lines. The initiative gives passengers automated, accurate and timely information about train times, service changes and platform alterations. The new displays also help customers with hearing and visual impairments, with the improved audio and visual information making it easier to access real-time train information.

33 STRATEGIC PRIORITY DEVELOPING LOCAL TRANSPORT SOLUTIONS

Regional Victorians “Pedestrian and bike want more reliable paths that connect and more frequent to public transport” – Geelong workshop public transport participant services for their communities, but “I have about 50 itinerant workers and it’s hard for them each solution to get around if they don’t must take into have a car. There’s a bus consideration the service that runs down the individual needs of highway but that’s 3km away. The farms on the highway our unique regional find it easier to get workers communities. because they can use the bus” – Red Cliffs farmer interview The Regional Network “Very limited transport exists Development Plan reflects for the elderly and those with the importance of considering no car or licence. This affects the unique characteristics travellers to Daylesford of different parts of regional or Woodend from Tylden, Victoria when planning Trentham, Lyonsville, Bullarto and delivering public and Musk” transport services. – Castlemaine workshop participant

WHAT WE HEARD “It’s hard to travel cross- country, like from Shepparton to Wangaratta” “We need to encourage – Wodonga workshop people to cycle and ride participant in developing suburbs” – Bendigo workshop “There’s a real lack of participant connections between smaller towns and Bairnsdale” – Bairnsdale workshop participant

“Tourism opportunities need more focus, like the Grampians Peak Trail” – Ararat workshop participant CONNECTING COMMUNITIES

Local transport connects Across regional Victoria, When it comes to local people to local places people want local transport transport, people told and services in their own that is appropriate to their us very clearly that they want communities. It can include area and that is planned a stronger voice. To provide this neighbourhood buses, and delivered in partnership voice, the Victorian Government community transport, taxis with communities. We will set will form partnerships with and hire cars. Local transport up Local Transport Forums local councils and community is a key part of an integrated to bring together transport organisations to ensure the transport network. providers, stakeholders and needs of local people are local communities. identified and included when planning local transport. Regional Victorians have great ideas for improving public transport services. We are keen to explore these ideas and we SHORT TERM MEDIUM TERM LONG TERM will trial innovative transport UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS services or extend existing trials such as: Establish Local Ongoing engagement through local • use of school buses outside Transport Forums transport forums of school times across Victoria • flexible outesr operated Trial innovative Implement innovative and flexible by buses, taxis or hire cars local public transport options in areas where buses • community transport transport services are not suitable provided through partnerships with local Integrate government and community information about organisations non-PTV services into PTV journey • dedicated non-emergency information medical transport services to connect rural people to health facilities.

INNOVATIVE SERVICES CONNECT WESTERN VICTORIAN COMMUNITIES Warrnambool, Koroit and Port Fairy residents are using innovative community transport services to get to medical appointments, shopping and community activities. ConnectU uses donated cars and volunteer drivers to provide a tailored, low cost transport service for locals who can’t catch public transport or taxis. Using local partnerships, the door-to-door service has provided over 7800 trips and assisted more than 230 people since the trial began in August 2012, with the majority of passengers aged over 70. The government provided $50,000 to extend the trial until June 2016.

35 NEW CONNECTIONS

As regional Victoria grows SHORT TERM MEDIUM TERM LONG TERM we need to connect people UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS to more places, more often. For a growing number of Develop and Consider future people, travelling to and from implement bus sites for seasonal places like Ballarat, Bendigo services that demand bus or Seymour for work, education cater for seasonal services, such and other vital services is as demand (summer as coastal holiday important as travelling to and school holidays or areas in Gippsland from Melbourne. fruit-picking season) – trial sites on the We will continue to work to Bellarine Peninsula join up the public transport and in Sunraysia network, helping regional Victorians connect with Review bus networks to make sure they contain appropriate metropolitan buses, trains local transport routes and trams to key destinations. Extend existing town bus services and add new services into We will also improve counter- new residential areas and employment centres peak travel options using Improve transport coaches/buses until necessary to special events upgrades are made to rail with more buses, infrastructure. trains and coaches The Regional Network services Development Plan recognises Use of coaches/ Provide more passing loops and dual track that we will need to link people buses to provide sections to allow trains to operate on the to places that may never have counter-peak travel commuter rail network in both directions been connected to public where rail capacity during the peaks transport before. We will trial is not available new bus services to cater for seasonal demand for example Develop a on the Bellarine Peninsula strategic plan for over summer and in the the metropolitan Sunraysia region during and regional rail the fruit picking season. interface We will review bus networks and extend existing town bus services into new residential areas and surrounding settlements.

36 Better Regional Public Transport Regional Network Development Plan WALKING AND CYCLING

Walking and cycling – active SHORT TERM MEDIUM TERM LONG TERM transport – is critical to an UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS integrated transport network and to healthier communities. Work with local councils on precinct planning to integrate The Victorian Government walking and cycling networks with public transport infrastructure will work with local councils and good signage on precinct planning to make sure active transport Continue to build Investigate is prioritised through good bike cages at opportunities for pathways and signs to direct larger regional integrated cycle people to public transport stations and coach centres within services and local attractions. terminals, and major regional provide bike hoops stations, including We will also investigate design at smaller stations lockers, shower options to enable more bikes to facilities, and bike be carried on regional trains. repair retailers Bike cages and bike racks will Establish Active Active Transport Victoria to roll out cycling be provided at regional stations Transport Victoria and walking initiatives and bus terminals to encourage to develop and more cycling. promote cycling and walking initiatives

Investigate the feasibility of bike share programs for selected regional locations

Investigate design options that enable more bikes to be carried on regional trains

TRIAL ENABLES PEOPLE TO BIKE AND BUS Passengers in parts of regional Victoria can now ride their bike to their local bus stop and take it with them on their journey. Bike racks have been fitted to the front of buses operating from Strathfieldsaye to Bendigo and the Cowes to Wonthaggi service as part of a year long trial that started in March 2016. The Bus Association, VicRoads and PTV are working together on the trial, which aims to alleviate congestion on local roads and provide an environmentally friendly transport option for Victorians.

37 TRANSPORT FOR TOURISM

Tourism presents exciting SHORT TERM MEDIUM TERM LONG TERM opportunities for local regions UP TO 5 YEARS 5 TO 10 YEARS 10+ YEARS to promote public transport as a way of visiting popular Work with Visit destinations for weekend Victoria to provide getaways and family holidays integrated as well as accessing rail trails public transport and attending regional events. information for To support this, we will trial the tourists and visitors carriage of bicycles on buses to regional Victoria to boost local economies and attract new visitors. Investigate Add extra We will work with Visit Victoria, increasing train services on long regional councils and tourism frequencies on long distance routes agencies to promote walking distance routes and cycling tourism across to support tourism, Victoria using the regional especially on public transport network. weekends We will examine the potential Run a trial of Review trial to increase train frequencies bicycles on bus outcomes and on long distance routes to services in the roll out to other support tourism, especially High Country and tourism areas on weekends. Grampians Peak Trail tourism areas, and on urban buses in Bendigo

Consider partnerships with local councils and tourism groups to provide public transport information

Investigate options for providing dedicated services for special events in regional Victoria to support tourism

SPECIAL TRAINS JUST THE TICKET FOR FESTIVAL GOERS Many Melburnians left the car at home and took advantage of special train services to Groovin the Moo festival in Bendigo in 2015. V/Line introduced five additional trains to the sold-out festival in May 2015 as part of the Government’s commitment to linking regional communities and supporting special events. Two additional services left Melbourne in the morning and three extra trains departed from Bendigo that night to take festival goers home again.

38 Connecting Regional Victoria Regional Network Development Plan 06 REGIONAL PUBLIC TRANSPORT PRIORITIES

39 BARWON SOUTH WEST

BARWON SOUTH WEST

Population: 387,100 (ABS census data 2011) Projected population in 2031: 467,670 (Victoria in Future 2015)

Train service between Melbourne and Warrnambool (via Geelong). 10 minute peak and 20 minute interpeak average frequency between Melbourne and South Geelong.

Coach service: Geelong, Warrnambool, Colac and Portland. Town bus service: Greater Geelong, Torquay, Colac, Warrnambool, Hamilton, and Portland.

Nearly 300 people attended workshops in Portland, Geelong, Warrnambool, Hamilton, Colac and Torquay.

40 Connecting Regional Victoria Regional Network Development Plan WHAT COMMUNITIES • Station security concerns, Improving reliability, parking, general maintenance punctuality and frequency TOLD US and toilet facilities • Plan for duplication • Shortage of adequate from South Geelong Frequency bus shelters to Waurn Ponds • Increased frequency of train • Planning work to determine services to Warrnambool public transport solutions GETTING STARTED for the Armstrong Creek • More frequent train services growth corridor to improve on weekends The following are initiatives access and connections • More frequent town bus funded in the 2016-17 State to new residential areas services timetabling Budget: • Improving train timetables Rolling stock improvements • Extending bus operating hours More train services • Revamp classic fleet to • Additional off-peak return upgrade air conditioning Services/connectivity service from Melbourne • Improved local bus routes, to Geelong each day particularly where there • A train every 40 minutes FUTURE DIRECTIONS have been changes, so the to Waurn Ponds from 7 am elderly can access medical to 7 pm on weekends • Extra passing loops, track appointments, shops and • A third return service to/from and signalling upgrades other services Melbourne to Warrnambool on the Warrnambool line • More inter-city bus services every Sunday to allow for more passenger services and more freight • Coverage between the coastal • A fourth return service towns (Anglesea etc.) Geelong to Warrnambool • Duplication of the rail track to transport and shopping on weekdays from South Geelong to hubs such as Waurn Ponds Waurn Ponds • Greater and more frequent Better bus services • Build a second platform connections between regional at South Geelong, Marshall • Regional bus service cities and towns and Waurn Ponds stations improvements for the • Upgrade Warrnambool • Additional services should Bellarine Peninsula be provided on a seasonal station and car park • Upgrade bus and coach basis (to support tourism) • Improve safety at regional interchanges in Geelong, and for special events level crossings Hamilton, Warrnambool • Better connections and Portland • Retire classic fleet and between buses procure replacement stock Station upgrades • Investigate opportunities for Communications local transport in Barwon • Additional seating on platform South West to provide more • Better information about 2/3 at Geelong station travel options for residents timetables, ticketing and • 50 extra car parks and communications about • Review and upgrade extended platform shelters changes and disruptions stations and facilities in at Marshall station Barwon South West in line with • Additional shelter and lighting changing community needs Public transport experience at North Shore station • Plan for and implement • Areas for improvement on • Car park improvements bus service improvements train included toilet facilities, at Lara station across Barwon South food and drink quality, West as demand for outdated carriages, mobile services change coverage, and storage and security of luggage 41 GIPPSLAND

GIPPSLAND

Population: 259,816 (ABS census data 2011) Projected population in 2031: 333,210 (Victoria in Future 2015)

Train between Melbourne and Bairnsdale (via Traralgon)

Coaches service: Traralgon, Moe- Newborough, Morwell, Warragul, Sale, Bairnsdale, Drouin, Wonthaggi, Lakes Entrance, Maffra, Leongatha, Churchill and Yarram. All of these locations also have a town bus service, except for Leongatha and Yarram.

234 people attended workshops held in Warragul, Sale, Bairnsdale, Traralgon, Wonthaggi, and Leongatha

42 Connecting Regional Victoria Regional Network Development Plan WHAT COMMUNITIES Public transport experience Improving reliability, punctuality and frequency TOLD US • Better facilities, including improvements to bus stop Remove nine level crossings shelters and signage and upgrading signalling Reliability and capacity • Better car park facilities on the Caulfield to Dandenong corridor. • Better reliability on the train service to Melbourne Planning work for upgrades • Improving the journey time GETTING STARTED on the Gippsland line to to Melbourne enable more train services and improve reliability. The following are initiatives This includes planning for: Frequency funded in the 2016-17 State Budget: • Passing loops between Moe • More frequent train and and Traralgon, Traralgon and bus services, particularly More train services Sale, and Sale and Bairnsdale in the counter-peak direction • Two additional return off-peak • Duplicate the single track • More train and bus services section between Bunyip and in major regional centres services from Melbourne to Traralgon each day Longwarry • More frequent services • Replace the Avon River between Traralgon, Sale Bridge at Stratford and Bairnsdale Better bus services • Regional bus service Timetabling improvements for the FUTURE DIRECTIONS Latrobe Valley • Longer operating hours – services that start earlier • Upgrade coach interchanges • Extra passing loops and extra and finish later in Wonthaggi, Leongatha, track to facilitate more trains Anderson, and Koo Wee Rup • Upgrade track to allow • Upgrade bus stop signage Connectivity/services for higher speeds of in Bairnsdale and Sale up to 160 km/h • Improving connections • Build train stabling at Sale to between Gippsland towns, Rolling stock improvements facilitate additional services including between South Gippsland and the • Revamp classic fleet to • Upgrade signalling to allow Latrobe Valley upgrade air conditioning more trains through to Sale • Improving integration • Improve safety at regional of services – trains, buses Station upgrades level crossings and taxis • Retire classic fleet and • Investigate and increase procure replacement stock • More frequent bus services car park capacity and station between regional centres amenity to meet demand • Investigate opportunities for and smaller towns at Morwell, Moe and local transport in Gippsland Traralgon stations to provide additional travel options for residents Ticketing • Review and upgrade • Simpler ticketing stations and facilities in Gippsland in line with changing community needs • Plan for and implement bus service improvements across Gippsland as demand for services change

43 GRAMPIANS

GRAMPIANS

Population: 224,430 (ABS census data 2011) Projected population in 2031: 300,012 (Victoria in Future 2015)

The Overland operates Melbourne- Geelong-Ararat-Horsham to Adelaide

Coach and town bus service: Ballarat, Horsham, Bacchus Marsh, Maryborough, Ararat, and Stawell

Nearly 300 people attended workshops in Ballarat, Bacchus Marsh, Maryborough, Ararat, and Horsham

44 Connecting Regional Victoria Regional Network Development Plan WHAT COMMUNITIES GETTING STARTED • duplicating a 17-kilometre section of single track TOLD US between Deer Park West The following are initiatives and Melton funded in the 2016-17 State Frequency Budget: • duplicating 3-kilometres of track at Warrenheip • More frequent train services • building three passing loops on the Ballarat line More train services at Bacchus Marsh, Ballan • More train services to • Two additional off-peak return and near Bungaree to Maryborough and Ararat services from Melbourne accommodate trains passing to boost tourism, jobs and to Ballarat each day in opposite directions economic development • The Ballarat Line Upgrade • train stabling yard at Melton project will also enable two and Rowsley. Reliability extra trains to operate during the morning and afternoon • More frequent services Rolling stock improvements peak periods and a train every particularly in the 40 minutes in the off-peak • Revamp classic fleet to counter-peak direction • Maryborough train extension upgrade air conditioning • Improve reliability every weekday following on the Ballarat line consultation with the community FUTURE DIRECTIONS Connectivity/services • Provide more bus services Better bus services • Build a train station at Toolern between rural and regional • Regional bus service • Investigate the need for extra towns improvements for Ballarat stations near Ballarat • More bus services between • Improve Ballarat and • Investigate opportunities for Maryborough, Bendigo and Horsham coach interchanges passenger trains to use the Ballarat and bus stops interstate line more frequently • Improve connections between • Improve safety at regional bus, coach and train services Station upgrades level crossings • Open up rail lines in the region • Retire classic fleet and • 200 extra car parks to meet procure replacement demand at Wendouree station Public transport experience rolling stock • Upgrade Ballan station waiting • Investigate opportunities for • Better facilities, including area to improve facilities for local transport in Grampians improvements to bus stop waiting passengers shelter and signage to provide additional travel • Build second platforms options for residents at Bacchus Marsh and • Review and upgrade Timetabling Ballan stations, including stations and facilities in car park upgrades and • Longer operating hours – Grampians in line with provision of a pedestrian public transport that starts changing community needs earlier and finishes later link between platforms • Plan for and implement bus service improvements Improving reliability, across Grampians as demand punctuality and frequency for services change The Ballarat Line Upgrade project will deliver major upgrades to the Ballarat rail corridor – adding capacity for passengers and improving the reliability of existing services.

The works include: 45 HUME

HUME

Population: 266, 471 (ABS census data 2011) Projected population in 2031: 364,043 (Victoria in Future 2015)

Train service from Melbourne over the NSW border to Albury-Wodonga (300km) and a train service between Melbourne and Shepparton (via Seymour)

Coach and town bus service: Shepparton – Mooroopna, Wodonga, Wangaratta, Benalla, Wallan, Yarrawonga, Kilmore, Seymour and Cobram

Nearly 370 people attended workshops held in Shepparton, Seymour, Benalla, Wangaratta and Wodonga.

46 Connecting Regional Victoria Regional Network Development Plan WHAT COMMUNITIES • Investigate express shuttle FUTURE DIRECTIONS coaches in the North East to TOLD US connect with existing train • Extra passing loops, track, services train stabling and signalling Reliability Rolling stock improvements upgrades on the Shepparton line to allow for more train • Greater reliability of services; • Revamp classic fleet and services and freight improving the long journey clean seats time to Melbourne • Improve travel times from North East Line improvements Seymour to Melbourne including: by upgrading track and Frequency • reconfiguration of rolling stock signalling to Seymour for • More frequent train and coach from three train sets of five speeds of up to 160 km/h services – suggestions to carriages, to four train sets • Enable Seymour trains to run shuttle services between of four carriages to support bypass the busy Craigieburn Shepparton and Seymour improved maintenance line by connecting the and also Albury-Wodonga program and enhance Upfield and Craigieburn and Seymour to achieve reliability lines at Somerton greater frequency • refurbishments to the exterior • Improve travel times and interior of trains to and comfort by ensuring Timetabling improve passenger comfort Australian Rail Track • Longer operating hours – (e.g. deep cleans, new seat Corporation (ARTC) maintains public transport that starts cushions, lighting and carpets) sections of the north-east earlier and finishes later • planning for a new rolling line to Albury-Wodonga stock solution for the corridor. to appropriate standards Facilities following the completion of rehabilitation works • Better toilets at stations Station upgrades by the ARTC and on trains, more car • Improve station car parks • Improve safety at regional parking at stations at Wallan and Kilmore East level crossings • Better trains with improved • Upgrade Shepparton station • Retire classic fleet and mobile connectivity waiting area to improve procure replacement stock • Improved signage and lighting facilities for passengers • Wallan service enhancements at stations and healthier food • Install bike parks at major service on trains • Investigate roll out of VLocity stations in the Hume region trains on the Shepparton Line to improve connections for train passengers using a bike • Investigate opportunities GETTING STARTED for local transport in Hume • Extra shelters at major to provide additional travel bus stops in Shepparton options for residents The following are initiatives • Upgrade Seymour coach funded in the 2016-17 State • Review and upgrade interchange to improve Budget: stations and facilities in facilities for waiting Hume in line with changing passengers More services community needs • Plan for and implement Improved reliability, punctuality • Additional Seymour to bus service improvements and frequency Shepparton service extension across Hume as demand each day to increase train • Commence planning for for services change frequencies on long distance upgrades to the line between routes and support tourism Upfield and Somerton and weekend travel to enable additional capacity to be provided on the Seymour line 47 LODDON MALLEE

LODDON MALLEE

Population: 309,349 (ABS census data 2011) Projected population in 2031: 381,001 (Victoria in Future 2015)

Train services from Melbourne to Swan Hill and Echuca (via Bendigo)

Coach service: Bendigo, Castlemaine, Echuca, Gisborne, Kyabram, Kyneton, Mildura, Rochester and Swan Hill. All of these towns have a bus service, excluding Kyabram.

Nearly 200 people attended workshops held in Swan Hill, Mildura, Castlemaine, Echuca and Bendigo

48 Connecting Regional Victoria Regional Network Development Plan WHAT COMMUNITIES GETTING STARTED Rolling stock improvements TOLD US • Revamp classic fleet to The following are initiatives upgrade air conditioning funded in the 2016-17 State Connectivity/services Budget: • Improve links and connections FUTURE DIRECTIONS between rural towns and More train services centres in the region • Two additional off-peak return • Deliver capacity • Improve frequency and services from Melbourne improvements on the coverage of local bus services to Bendigo each day Bendigo line • Upgrade tracks on the Reliability and capacity Station upgrades Bendigo line to allow for higher speeds of up to • Reliability of train services • Upgrade Bendigo and 160 km/h to Melbourne Eaglehawk stations to • Extra passing loops, track and • Additional train carriages improve facilities, pedestrian signalling upgrades on the to boost capacity movement, traffic flow and Echuca and Swan Hill lines accessibility • Improving journey time to allow for higher speeds, to Melbourne • Upgrade Woodend station more trains and more freight car park with lighting and • Increase track capacity additional car parks between Kyneton and Bendigo Frequency to meet demand • Implement recommendations • More services to • Improve station car parks for the Bendigo Metro Rail connect towns at Gisborne and Kyneton project • Increased train services • Investigate extra stations on the Swan Hill and Bus stop and coach in Central Victoria Echuca lines improvements • Improve safety at regional • Real-time information for level crossings Timetabling key Bendigo bus stops • Retire classic fleet and • More bus or train services • Upgrade bus stop signage procure replacement stock to cater for demand in the and timetable information • Investigate opportunities for counter-peak direction in Mildura and Echuca to local transport in Loddon in the morning, and improve amenities for Mallee to provide additional reverse in the evening waiting passengers travel options for residents (i.e. from Castlemaine • Investigate a shuttle bus • Review and upgrade stations into Bendigo) option to and from and facilities in Loddon • Greater span of services Mildura Airport Mallee in line with changing • Linking trains and bus community needs timetables Improved reliability, punctuality • Plan for and implement bus and frequency service improvements across Public transport experience • Planning work to increase Loddon Mallee as demand capacity on the Bendigo line for services change • Improved stations including to improve reliability and toilets, shelter, car parks facilitate 20 minute frequency • More bus stop shelters during peak and 40 minute • Better access to buses frequency during the day and between platforms and evenings 1 & 2 at Bendigo station • Better access for people with a disability on buses 49 07 NEXT STEPS

DELIVERING THE REGIONAL TRANSPORT AGENCIES REGIONAL NETWORK PARTNERSHIPS WORKING TOGETHER DEVELOPMENT PLAN WILL TAKE STRONG Victoria’s Regional Statement All transport agencies established nine new Regional will work together to deliver PARTNERSHIPS AND Partnerships to direct local an integrated public COLLABORATION priorities straight into the heart transport system. of State Government decision ACROSS ALL LEVELS Key partners in planning making. They bring together OF GOVERNMENT, Victoria’s future regional representatives from local transport will be transport BUSINESS AND LOCAL business, education, social and economic development COMMUNITIES. services and community agencies, including Public groups with the three tiers Transport Victoria, V/Line, of government. The Regional VicRoads, the Taxi Services Partnerships will have a critical Commission and the role in supporting the delivery Department of Economic of the Regional Network Development, Jobs, Transport Development Plan and and Resources. We will work providing local feedback. together to build on Victoria’s The development of the regional transport strengths Regional Network Development and deliver improvements Plan has highlighted the where they are needed most. importance of integrated long The plan will be refreshed every term planning and the strong four years to reflect changes interest that the community in demographics and travel has in public transport. Local demands, and to continue governments and communities to reflect ongoing community will have a vital and significant conversations between voice in planning and delivering regional Victorians and future regional transport. the State Government. We will also involve stakeholders and peak associations. We must work together to develop local transport solutions, and master plans in order for them to be effective.

50 Connecting Regional Victoria Regional Network Development Plan LOCAL TRANSPORT FORUMS

While the workshops and online forums to inform the development of this plan have ended, the conversations do not end here. We will set up local transport forums to bring together transport providers, stakeholders and local communities to provide regional Victorians with the opportunity to have their say on their public transport needs. Have your say any time on the PTV website – ptv.vic.gov.au or call 1800 800 007 between 6am and midnight, seven days a week.

51 NOTES

52 Connecting Regional Victoria Regional Network Development Plan NOTES

53 54 Connecting Regional Victoria Regional Network Development Plan 55 DEDJTR 9775/16

WAURN PONDS TRAIN MAINTENANCE AND STABLING FACILITY Project Outline and Rationale

Train Maintenance and stabling operations | February 2020 V/LINE'S ROLE AND FUNCTION

V/line operates a network of rail and coach services across regional Victoria and to some key interstate destinations.

RPV is developing the Facility for V/Line

V/line will be the operator of the completed Facility

V/line's operational requirements have informed the concept design for the Project V/LINE'S PASSENGER AND FREIGHT NETWORK RECENT AND ANTICIPATED GROWTH TOTAL V/LINE RAIL PATRONAGE 2004-2019 INCREASING PASSENGER DEMAND

Demand is at historically high levels. Geelong is V/Line’s busiest and fastest growing line.

Source: V/Line Annual Report 2018 - 2019 COMMUTERS AND LOCAL CONNECTIONS

The number of people travelling to regional centres in peak times (counter-commuters) for jobs and education is growing.

Source: 2016 V/Line Customer Segmentation Research ANTICIPATED PATRONAGE GROWTH ON NETWORK CITY OF GREATER GEELONG – FORECAST POPULATION GROWTH

Source: City of Greater Geelong https://forecast.id.com.au/geelong ALIGNED TO URBAN GROWTH AREAS – ARMSTONG CREEK

The Armstrong Creek growth area is one of Victoria’s largest, consisting of 2,500 hectares of develop-able land and approximately 22,000 residential homes.

Waurn Ponds is in the

By, City of Greater Geelong Council Armstrong Creek Growth area, and will play an important role in connecting the 55,000 plus new Geelong residents.

Source: City of Greater Geelong – Geelong’s growth https://www.geelongaustralia.com.au/common/public/images/inpage/nwggacontext1.png THE GEELONG CORRIDOR MAP OF GEELONG CORRIDOR

By, City of Greater Geelong Council V/LINE ROLLING STOCK V/Line passenger fleet 2004 - 2019 STABLING AND MAINTENANCE FACILITIES AND CAPACITY TRAIN MAINTENANCE AND STABLING FACILTIES Kilometres travelled by V/Line fleet 2013 - 2020 Maintenance levels, activities, frequency and required equipment LOCATION OF FACILITY at the end of the line OPERATIONAL CONSTRAINSTS - the need for stage 1 stabling

Summary: • Dead running of trains • Single line sections • Station platforms • Access to stabling and maintenance facilities • Track capacity • Sharing lines with Metro and freight operators Waurn Ponds corridor upgrades

Waurn Ponds is the outer terminus of the Geelong line commuter service and will remain so for the foreseeable future.

To fleet trains into position for the peak services, it is critical for the facility to be located at the beginning of the line.

The site chosen must be able to accommodate future expansion and meet growing commuter demand now and into the longer term (50 years and beyond). OPERATION OF THE PROPOSED WAURN PONDS TRAIN MAINTENANCE AND STABLING FACILITY The Concept Design TRAIN STABLING FACILITY–MADDINGLEY Pakenham East train maintenance facility Pakenham East train maintenance facility

Bio- N Wash Presentation Platform Gate Test Train Maintenance House Platform Facility

Operations & Staff 10 Stabling Amenities Roads Integrated Test Building Facility Depot Sub Station

Train Wash and Condition Monitoring Signall System ing REB

Train Signalli Gate ng REB WAURN PONDS TRAIN MAINTENANCE AND STABLING FACILITY

RAIL PROJECTS VICTORIA 12 alternative sites from the site selection project

2 SITE A

Zoning Controls - Greater Geelong Planning Scheme

• Farming Zone • Road Zone – Category 1 • Public Use Zone – Schedule 4 (along train line)

Site selection details

• Proximity to Waurn Ponds general residential zone

• Spatially constrained • Limited road access SITE B

Zoning Controls - Greater Geelong Planning Scheme

• Special Use Zone – Schedule 7 • Road Zone – Category 1 • Public Use Zone – Schedule 4 (along train line)

• Public Acquisition Overlay – Schedule 3 (along eastern edge of Anglesea Rd)

AERIAL IMAGE Site selection details

• Rail access impeded • Topographical constraints • Ecological values on site (watercourse) SITE C

Zoning Controls - Greater Geelong Planning Scheme

• Special Use Zone – Schedule 7 • Road Zone – Category 1 • Public Use Zone – Schedule 4 (along train line)

Site selection details

• Topographical constraints AERIAL IMAGE • Unable to accommodate future expansion

• Inhibited road access SITE D

Zoning Controls - Greater Geelong Planning Scheme

• Special Use Zone – Schedule 7 • Road Zone – Category 1 • Public Use Zone – Schedule 4 (along train line)

Site selection details

AERIAL IMAGE • Extensive rehabilitation required • Existing screening vegetation • Low sensitivity environment SITE E

Zoning Controls - Greater Geelong Planning Scheme

• Special Use Zone – Schedule 7

Site selection details

• Rehabilitation not guaranteed • Excessive costs • Capable of future expansion AERIAL IMAGE • Low sensitivity environment SITE F

Zoning Controls - Greater Geelong Planning Scheme

• Farming Zone • Public Use Zone – Schedule 1 • Public Use Zone – Schedule 4 (along train line)

• Vegetation Protection Overlay – Schedule 1 (along Pettavel Road)

AERIAL IMAGE Site selection details • Residence located on Site • Topographical constraints • Capable of future expansion SITE G (SUBJECT SITE)

Zoning Controls - Greater Geelong Planning Scheme

• Farming Zone • Public Use Zone – Schedule 1 • Public Use Zone – Schedule 4 (along train line)

• Vegetation Protection Overlay – Schedule 1 (along Pettavel Road) Site selection details AERIAL IMAGE • Capable of future expansion • Reasonable topography and access • Space for visual and noise separation SITE H1

Zoning Controls - Surf Coast Planning Scheme

• Farming Zone • Public Use Zone – Schedule 4 (along train line)

• Land Subject to Inundation Overlay

Site selection details

AERIAL IMAGE • Excessive distance from Waurn Ponds station

• Topographical constraints • Low sensitivity environment SITE H2

Zoning Controls - Surf Coast Planning Scheme

• Farming Zone • Public Use Zone – Schedule 4 (along train line)

• Land Subject to Inundation Overlay

Site selection details

AERIAL IMAGE • Excessive distance from Waurn Ponds station

• Topographical constraints • Low sensitivity environment SITE I

Zoning Controls - Greater Geelong Planning Scheme

• Special Use Zone – Schedule 7

Site selection details

• Existing mitigation on site (bunding and vegetation)

• Constrained rail access impacting neighbouring infrastructure and property AERIAL IMAGE • Capable of future expansion SITE J

Zoning Controls - Greater Geelong Planning Scheme

• Special Use Zone – Schedule 7 • Road Zone – Category 1 (along Anglesea Road)

Site selection details

• Constrained rail access impacting AERIAL IMAGE neighbouring infrastructure and property • Existing mitigation on site (bunding and vegetation)

• Capable of future expansion • Distance from rail line SITE X

Zoning Controls - Greater Geelong Planning Scheme

• Special Use Zone – Schedule 7 • Road Zone – Category 1 (along Anglesea Road)

Site selection details

• Constrained rail access impacting neighbouring infrastructure and property AERIAL IMAGE • Operational impacts to regional train service

• Multiple design options considered • Low sensitivity environment 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003)

Australasian Legal Information Institute

Victorian Civil and Administrative Tribunal

Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003)

Last Updated: 10 November 2003

VICTORIAN CIVIL AND ADMINISTRATIVE TRIBUNAL

ADMINISTRATIVE DIVISION

PLANNING & EVIRONMENT LIST P1972/2003 & P1973/2003

CATCHWORDS

Applications under Section 77 of the Planning and Environment Act 1987 (the Act) to review decisions to refuse a permit. Permit Application Nos. 20036723 & 20036722. Residential 1 Zone. Vegetation Protection Overlay. Clause 55 Two or more dwellings on a lot and residential buildings. Residential building (8 Bedrooms). State and Local Planning Policy Framework. Zone Purposes. Need. Anti social behaviour. Neighbourhood character. Streetscape. Back yard amenity. Landscape. Building envelope. Private open space. Daylighting. Privacy. Car parking,

APPLICANT: Tulcany P/L

RESPONDENT: Keith Thorne & Carol Blewitt

RESPONSIBLE AUTHORITY: Knox City Council

SUBJECT LAND: 10 Milton Street, Ferntree Gully, www.austlii.edu.au/cgi-bin/viewdoc/au/cases/vic/VCAT/2003/1627.html?context=1;query=tulcany v knox;mask_path= 1/11 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003) P1972/2003 P1973/2003 54 The Avenue, Ferntree Gully.

WHERE HELD:

Melbourne.

BEFORE:

Anthony Liston, Member

Margaret Lothian, Member

HEARING TYPE:

Hearing.

DATE OF HEARING:

29 & 30 September and 1 October 2003

DATE OF ORDER:

MEDIUM NEUTRAL CITATION: [2003] VCAT 1627

ORDER

Application for Review P1972/2003

The order of the Tribunal in Application for Review P1972/2003 is that the decision of the Responsible Authority is set aside. A permit is granted for a residential building(boarding house) at 10 Milton Street, Ferntree Gully, generally in accordance with the endorsed plans and subject to the following conditions:-

1. Before the use commences, amended plans to the satisfaction of the Responsible Authority must be submitted to and approved by the Responsible Authority. When approved, the plans will be endorsed and will then form part of the permit. The plans must be drawn to scale with dimensions and three copies must be provided. The plans must be generally in accordance with the plans submitted with the application but modified to show:

1.1 Screening devices for the windows of Bedrooms 4 and 5 to reasonably limit views to the open space of 52 The Avenue without unreasonably affecting the outlook from these bedrooms;

1.2 The removal of the metal clad garage and the smaller of the two metal clad stores to provide additional area for car parking, landscaping and open space;

www.austlii.edu.au/cgi-bin/viewdoc/au/cases/vic/VCAT/2003/1627.html?context=1;query=tulcany v knox;mask_path= 2/11 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003) 1.3 Landscaping including screen planting along the west and north boundaries toward the rear of the site, and;

1.4 The provision of 4 individually accessible car spaces (i.e. not in tandem arrangement).

2. The use and development as shown on the endorsed plans must not be altered without the written consent of the responsible authority. The maximum number of residents of the permitted boarding house, at any one time, shall be eight.

3. Within six months of the date of issue of this permit, driveways and car parking areas must be fully constructed in accordance with endorsed plans to the satisfaction of the Responsible Authority.

4. Parking areas and driveways must be kept available and maintained for these purposes at all times to the satisfaction of the Responsible Authority.

5. No bins or other receptacles for any form of rubbish shall be placed or allowed to remain in view of the public (with the exception of collection days) and no odour shall be allowed to emit from any receptacles so as to cause offence to persons outside the premises.

6. A copy of this permit shall be displayed at all times in a prominent location within the premises to the satisfaction of the Responsible Authority.

7. Within six months of the date of issue of this permit, landscaping works must be completed in accordance with the endorsed plan and there after maintained to the satisfaction of the Responsible Authority.

9. Within six months of the date of issue of this permit, a Management Plan for the effective operation of the use must be submitted to and approved by the Relevant Authority. Two copies of the Management Plan are to be submitted setting out:

(i) house rules for the purpose of protecting the amenity of residents and neighbours.

(ii) the name and contact details of the person responsible for the day to day management of the premises.

(iii) the management of on site car parking.

To the satisfaction of the responsible authority.

10. This permit will expire if one of the following circumstances applies:

(i) The development is not started within six months of the date of this permit.

(ii) The development is not completed within one years of the date of this permit.

The Responsible Authority may extend the periods referred to if a request is made in writing before the permit expires or within three months afterwards.

Application for Review P1972/2003

www.austlii.edu.au/cgi-bin/viewdoc/au/cases/vic/VCAT/2003/1627.html?context=1;query=tulcany v knox;mask_path= 3/11 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003) The order of the Tribunal in Application for Review P1972/2003 is that the decision of the Responsible Authority is set aside. A permit is granted for a residential building(boarding house) at 54 The Avenue, Ferntree Gully, generally in accordance with the endorsed plans and subject to the following conditions:-

1. Before the development commences, amended plans to the satisfaction of the Responsible Authority must be submitted to and approved by the Responsible Authority. When approved, the plans will be endorsed and will then form part of the permit. The plans must be drawn to scale with dimensions and three copies must be provided. The plans must be generally in accordance with the plans submitted with the application but modified to show:

1.1 Removal of the driveway and car parking spaces along the common boundary with 8 Milton Street.

1.2 Reconfigure car parking area accessed via Craig Street to provide a minimum of two car parking bays.

1.3 Provision of a minimum of 2 car parking space accessed via Milton Street.

1.4 Landscaping including screen planting adjacent to the boundary of 8 Milton Street

3. Within six months of the date of issue of this permit, driveways and car parking areas must be fully constructed in accordance with endorsed plans to the satisfaction of the Responsible Authority.

4. Parking areas and driveways must be kept available and maintained for these purposes at all times to the satisfaction of the Responsible Authority.

6. A copy of this permit shall be displayed at all times in a prominent location within the premises to the satisfaction of the Responsible Authority.

(i) house rules for the purpose of protecting the amenity of residents and neighbours.

www.austlii.edu.au/cgi-bin/viewdoc/au/cases/vic/VCAT/2003/1627.html?context=1;query=tulcany v knox;mask_path= 4/11 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003) (ii) the name and contact details of the person responsible for the day to day management of the premises.

(iii) the management of on site car parking.

To the satisfaction of the responsible authority.

10. This permit will expire if one of the following circumstances applies:

(i) The development is not started within six months of the date of this permit.

(ii) The development is not completed within one years of the date of this permit.

The Responsible Authority may extend the periods referred to if a request is made in writing before the permit expires or within three months afterwards.

The Responsible Authority is directed to issue permits in accordance with these orders under the provisions of Section 85(1)(b) of the Planning and Environment Act 1987.

Anthony Liston Margaret Lothian Member

Member

APPEARANCES:

For Responsible Authority:- Mr Anthony Southall, QC with Mr David O'Brien, Barrister. Mr Southall and

Mr O'Brien called Mr Graham Harwood, Enforcement Officer, Mr Andrew Cook, Town Planner, and Mr Vincent O'Brien, Building Surveyor, as witnesses in support of their submissions.

For Respondents: - Mr Keith Thorne, and Ms Carol Blewitt, on their own behalf.

For Applicant:- Mr Nicholas Tweedie. Mr Tweedie called Mr Colin Bowden, Town Planner, as a witness in support of his submission.

REASONS

1 These applications relate to permit applications to use buildings on two sites in nearby streets in Ferntree Gully for the purpose of boarding houses. Both the use and the buildings already exist, and the permit applications are in a sense seeking to regularise both the use and development aspects of the required permission.

www.austlii.edu.au/cgi-bin/viewdoc/au/cases/vic/VCAT/2003/1627.html?context=1;query=tulcany v knox;mask_path= 5/11 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003) 2 The Responsible Authority issued a Notice of Refusal to Grant a Permit for the proposed boarding house at 10 Milton Street for the following reasons:

1. Information has not been provided in accordance with Council's request pursuant to Section 54 of the Planning and Environment Act 1987.

2. The proposed development does not meet the objectives of State and Local Planning Policy.

3. The amenity beyond the site is compromised by the development, through the relative intensity of the use.

4. The development is not respectful of and does not make a positive contribution to the character of the neighbourhood.

5. The use is not provided with sufficient car parking, located in an area easily accessible to it. Appropriate justification has not been provided for a lesser amount of car parking to be provided than that required by Clause 52.06 of the Knox Planning Scheme.

6. The application has not demonstrated the proposed use and development is consistent with the objectives of the Dandenong Foothills Policy.

3 The Responsible Authority issued a Notice of Refusal to Grant a Permit for the proposed boarding house at 54 The Avenue for the following reasons:

1. Information has not been provided in accordance with Council's request pursuant to Section 54 of the Planning and Environment Act 1987.

2. The proposed development does not meet the objectives of State and Local Planning Policy.

3. The development results in unreasonable overlooking to adjoining properties and their secluded private open space areas.

4. The amenity beyond the site is compromised by the development, through the potential for overlooking and the relative intensity of the use.

5. The development is not respectful of and does not make a positive contribution to the character of the neighbourhood, including by its site coverage and lack of contribution to the established tree canopy in the area.

6. The use is not provided with sufficient car parking, located in an area easily accessible to it. Appropriate justification has not been provided for a lesser amount of car parking to be provided than that required by Clause 52.06 of the Knox Planning Scheme.

7. The application has not demonstrated the proposed use and development is consistent with the objectives of the Dandenong Foothills Policy.

4 These applications for review were heard together with a number of enforcement order applications, including applications in respect of 10 Milton Street and 54 The Avenue (P2844/2002, and P2841/2002). The decision in relation to these enforcement orders are www.austlii.edu.au/cgi-bin/viewdoc/au/cases/vic/VCAT/2003/1627.html?context=1;query=tulcany v knox;mask_path= 6/11 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003) dealt with seperately. These review applications and the associated permit applications are a response to the enforcement order applications.

5 The parties and witnesses at the hearing of these applications for review relied on both written and oral submissions and a number of photographs, plans and other documents were tendered to the Tribunal. The Tribunal inspected the subject site and its locality.

6 The following extract from Mr Cooke's submission provides a reasonable concise description of the site, the locality and the proposal:

"I have been requested by the City of Knox to undertake a town planning assessment of two planning applications for the use of existing building at 54 The Avenue and 10 Milton Street, Ferntree Gully as residential buildings (boarding houses).

Both sites are located in a Residential 1 Zone and a Vegetation Protection Overlay (Schedule 3).

In undertaking this assessment I have inspected both sites and the surrounding area. I have reviewed the application documents, objections, Council officer's report and the Notice of Refusal.

I have also reviewed the relevant provisions of the Knox Planning Scheme including state and local planning policies.

Annexure A contains a summary of my expertise to carry out this assessment in accordance with VCAT Practice Note 2 - Expert Evidence.

In summary, I am concerned that, as a result of the manner in which both uses have been established on each site, the buildings have not been designed or constructed to respect relevant planning considerations relating to neighbourhood character, the amenity of adjoining properties, landscaping, open space and carparking.

Accordingly, while I support the land uses proposed on both sites in a general policy sense, the built form, landscape and amenity outcome that will be achieved on each site will not be satisfactory. On this basis I support Council's decision to refuse both applications in their current form."

7 The proposed uses are residential uses in a residential zone, if the proposed uses were conventional dwellings, either as single dwellings or medium density dwellings, then this would be an unremarkable, factor which was unlikely to be of importance in the outcome of the application for review. While the precise characterisation of the use is of very great importance in the enforcement order applications, in common parlance each of the subject buildings are used as boarding houses. This factor has in our view a number of important social and economic ramifications ie.

* In general terms the availability of boarding house type accommodation has been in decline, and has not been a particularly prevalent aspect of housing supply in outer suburban locations such as this, therefore, new boarding houses in this location are an important addition to the diversity of housing types available to the local community; www.austlii.edu.au/cgi-bin/viewdoc/au/cases/vic/VCAT/2003/1627.html?context=1;query=tulcany v knox;mask_path= 7/11 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003) * Boarding houses in general, and these boarding houses in particular, are an important aspect of what is described as social housing, important in the provision of housing for disadvantaged groups in the community, who would otherwise verge on homelessness.

8 Therefore, it can be argued that these boarding houses contribute to the satisfaction of an important social and economic need in this community, and are therefore strongly supported by the Planning Policy Framework, and that these conclusions are important factors in striking an appropriate balance between competing policy requirements. Mr Bowden in his submission quoted part of Clause 13, Principles Of Land Use And Development Planning, from the Knox Planning Scheme which in general terms set out planning principles to be applied in the application of the scheme, principles which are repeated in more detail throughout the scheme, ie.:

"Settlement

Community needs are to be provided for in respect to housing...while planning is to recognise the need for

* Health and safety'

* Diversity of choice

* High standard of urban design and amenity

* Protection of environmentally sensitive areas

* Accessibility.

Social Needs

Planning is to recognise social needs by providing land for a range of accessible community resources, such as affordable housing, places of employment, open space, and education, cultural, health and community support (mental, aged, disabled, youth and family services) facilities. Land use and development planning must support the development and maintenance of communities with adequate and safe physical and social environments for their residents, through the appropriate location of uses and developments and quality of urban design."

9 Mr Tweedie tabled a number of letters from organisations such as the Salvation Army, Anchor Inc. Community Care, Community Housing Limited, and Wesley Mission Melbourne, dealing expressly with these boarding houses and the need for such accommodation. The following extract from the letter of Community Housing Limited provides an important insight into the need for this type of accommodation in the Knox Region:

"While Tulcany properties has been able to house some of the people we have referred, this by no means comes anywhere near meeting the demand for this type of affordable housing. According to data provided by Department of Human Services, (Regional Homelessness Strategic Plan, 2002), approximately 18,000 individuals are homeless on any given night in Victoria and approximately 13.6 per cent, (2,457), will be located in the Eastern Metropolitan www.austlii.edu.au/cgi-bin/viewdoc/au/cases/vic/VCAT/2003/1627.html?context=1;query=tulcany v knox;mask_path= 8/11 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003) Region. The Eastern Metropolitan Region, which includes Knox LGA, has less than 2% social housing as a proportion of total stock compared, which is half the Victorian and a third of the national average and has no publicly funded boarding houses for single people. Despite this the region has similar levels of homelessness to other regions. The Knox area is extremely under resourced when it comes to affordable housing. We consider the housing offered by Tulcany Properties to be an essential component of safe and affordable housing in this area."

10 Mr Southall opposed the Tribunal placing any weight on these letters because the authors of the letters were not available for cross examination. The Responsible Authority was given leave to make further submissions in relation to the issue of need relied by the applicant, and did so. However, the factual basis of the assertions in the extract set out above were not challenged. The Tribunal accepts Mr Tweedie's submission that while the weight to be attributed to the letters might be low, it is more than negligible.

11 Need is a fundamental concept in town planning, because town planning is essentially concerned with shaping our physical environment to meet the social economic and environmental needs of the community. However in individual development applications the role of need is complex. At one end of the scale, there are ubiquitous land uses in relation to which the Tribunal has said that need is not a matter for the planning system, rather it is a matter for the competitive market place. On the other hand there are important community based uses where the Tribunal has found that the need for the use can outweigh other important, and ordinarily decisive, planning considerations. An often quoted example of this latter case is the helipad at the Alfred Hospital.

12 Nevertheless, there is a middle ground in which need may not be a decisive factor in the case of an individual development application, but will be a factor which influences the balances to be struck between competing planning policy consideration. An example of this is the retirement village permitted by the us in Cotham Road Pty Ltd v Boroondara City Council [2003] VCAT 795, and we think that this is another of these middle ground cases.

13 General characteristics of these middle ground cases are:

* There is an unmet demand for the particular land use;

* The market is often prepared to meet the demand, provided that the obstacles to establishment are not too high;

* There is expressed planning policy support for the particular use type, in the case of a retirement village and boarding houses the housing diversity policies are an example;

* The use proposed is different from the norm, when the norm is defined as the predominant use type, such as conventional family housing in a suburban situation.

* There can be conflicts between planning policies directed towards preserving existing character and amenity and these land uses, for example the intensity of the physical development associated with the retirement villages, or the social implications of a housing type primarily directed at disadvantaged men. www.austlii.edu.au/cgi-bin/viewdoc/au/cases/vic/VCAT/2003/1627.html?context=1;query=tulcany v knox;mask_path= 9/11 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003) 14 A good example of how need can be relevantly applied in the context of these applications relates to the question of anti social behaviour. There has been one quite serious incident at 54 The Avenue, which understandable was of particular concern to the respondents. There was no evidence led comparing anti-social behaviour associated with boarding houses compared with such behaviour in all housing. Nevertheless it is probably reasonable to assume that housing primarily directed towards disadvantaged single men, brings with it a greater than average risk of anti social behaviour by comparison with the surrounding suburban environment. However it would be rare for this to be a relevant factor, notwithstanding the planning policy provisions in relation to the character and amenity of residential environments.

15 There is a need for boarding houses within the community, boarding houses are a residential use, residential areas are the appropriate location for boarding houses, therefore it would be inappropriate to find that boarding house should not be located in a particular residential environment because of the slightly heighten risk of anti social behaviour, when the implication of that decision is that a boarding houses would be generally inappropriate in almost all residential environments.

16 The Tribunal finds that this is the circumstance of these applications. There is nothing peculiar about the location of these boarding houses, which would mean that the risk of anti social behaviour associated with the boarding houses is greater than it would be for a boarding house established elsewhere. It is the Tribunals observation that these boarding houses are well run establishments.

17 An interesting, and ultimately decisive factor in these applications is that both the expert town planners called as witnesses in these review applications, Mr Cook for the Responsible Authority and Mr Bowden for the Permit Applicant, reached broadly similar conclusions. Ultimately it was their expert opinion that the proposed uses were an appropriate use of the subject sites, and that it was appropriate for a permit to be granted, provided that there were conditions requiring:

* Measures to significantly improve the landscaping of both sites;

* Measures to reduce overlooking;

* The provision of on site car parking at the rate of 0.5 car spaces per bedroom.

18 It was argued on behalf of the Responsible Authority, that the existing buildings as they have been redeveloped are inappropriate from a neighbourhood character perspective, and that on this basis no permit should be granted, or if a permit is granted it should be subject to conditions requiring a substantial modification of the existing buildings. While it is true that the buildings are larger than most neighbouring buildings, they are large but not inordinately large in a suburban context, having floor areas in the order of 300 square metres (or 32 squares).

19 In relation to 54 The Avenue in particular, the topography of the land is such that the newer parts of the building are not unduly intrusive, and subject to some additional www.austlii.edu.au/cgi-bin/viewdoc/au/cases/vic/VCAT/2003/1627.html?context=1;query=tulcany v knox;mask_path= 10/11 2/19/2020 Tulcany Pty Ltd v Knox CC [2003] VCAT 1627 (7 November 2003) landscaping and privacy screening are entirely acceptable from an amenity and neighbourhood character perspective.

20 In relation to no. 10 Milton Street, the extended building is prominent when viewed from Milton Street itself, and this is in part to do with the design of the new building, but primarily a consequence of the topography of the land. Our view is that in accordance with Van Egmont v City of Knox, Bassett and Ors [P84/1570] the permit applicant should neither be punished nor rewarded for undertaking work before a permit was obtained. Our view is that while the present outcome might not be ideal, the outcome that was achieved is not so unacceptable, that one would require anything other than cosmetic alteration of the existing building. In particular we find that the Responsible Authority's proposal to delete one of the larger bedrooms, and a shared bathroom, to be particularly inappropriate when one has regard to the need for accommodation of this type.

21 It is our conclusion that these residential buildings are well run land uses which satisfy an important need evident in this local community. The use of these sites for the purpose of residential buildings will not have an unacceptable impact on the amenity of nearby properties or the area, and the buildings developed to house these proposed land uses are reasonably respectful of neighbourhood character, in both cases subject to some modifications in relation to landscaping, privacy, and car parking.

Anthony Liston Margaret Lothian

Member Member

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Waurn Ponds Train Maintenance and Stabling Facility Project

Incorporated Document January 2020

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Incorporated document pursuant to section 6(2)(j) of the Planning and Environment Act 1987 1.0 INTRODUCTION

This document is an incorporated document in the Greater Geelong and Surf Coast Planning Schemes (the planning schemes) and is made pursuant to section 6(2)(j) of the Planning and Environment Act 1987.

The land identified in Clause 3.0 of this document may be used and developed in accordance with the specific controls in this document.

The controls in this document prevail over any contrary or inconsistent provision in the planning schemes.

2.0 PURPOSE

The purpose of this incorporated document is to permit and facilitate the use and development of land, for the purposes of the Waurn Ponds Train Maintenance and Stabling Facility, and associated upgrades to the road and rail network (the project).

The project includes, but is not limited to, use and development of:

 A train maintenance and stabling facility located within the City of Greater Geelong; and  Associated utilities, road and rail infrastructure, signalisation, and rail crossing upgrades, located within both the City of Greater Geelong and the Surf Coast Shire.

3.0 LAND TO WHICH THIS INCORPORATED DOCUMENT APPLIES

The controls in this document apply to the land shown on the map at Appendix 1 which forms part of this document, and described as:

 The project land (being the area of land immediately required for the train maintenance and stabling facility), shown on the map with hatched black lines; and  The wider project land (being the land required for associated upgrades to utilities, road and rail infrastructure, signalisation and rail crossings), shown on the map bounded by a red line.

4.0 CONTROLS

Despite any provision to the contrary or any inconsistent provision in the planning schemes, no planning permit is required for, and no provision in the planning schemes operates to prohibit or restrict, the use and development of the land for the purposes of the project, including any ancillary activities.

4.1 Within the project land, the project includes but is not limited to the following:

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a) Train maintenance and stabling facilities, including loading/unloading facilities, staff amenities and car parking; b) Railway infrastructure including stabling tracks, integration with the main line, and associated railway infrastructure including cabling, signalling and power upgrades; c) Utilities including substations; d) Road construction including a new access road and associated works; e) Other works and facilities associated with the use for train maintenance and stabling; and f) Any use or development that the Minister for Planning confirms in writing is for the purposes of the project.

4.2 Ancillary activities within the project land include but are not limited to the following:

a) Constructing and carrying out earthworks and works to create bunds, mounds and landscaping, salvage artefacts, excavate land, cuttings and fill; b) Temporary and permanent access roads, livestock and vehicle crossings; c) Use and development of lay down areas and building facilities for construction purposes; d) Stockpiling of excavation material; e) Removal, destruction or lopping of vegetation, including native vegetation; f) Demolition and removal of buildings and works; g) Relocation, modification and upgrade of drainage, services and utilities; h) Construction of fences and site security; i) Display of construction, directional or business identification signs; and j) Subdivision and consolidation of land and creation, variation or removal of easements resulting from works required for the project.

4.3 Within the wider project land, the project includes but is not limited to the following:

a) Road and railway infrastructure works and upgrades including signalling, cabling, power upgrades, substations and modifications to railway crossings; b) Relocation, modification and upgrade of drainage, services and utilities; c) Removal, destruction or lopping of vegetation, including native vegetation; and d) Associated ancillary activities.

5.0 CONDITIONS

5.1 A development plan for development within the project land must be prepared to the satisfaction of the Minister for Planning and in consultation with the City of Greater Geelong and Surf Coast Shire Council. The development plan must include the following to the satisfaction of the Minister for Planning:

a) Site layout plan/s; b) Site levels;

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c) Architectural plans including elevations, and a schedule of materials; and d) On-site landscaping details including a planting schedule, having regard to management of bushfire risk.

5.2 An environmental management framework (EMF) must be prepared to the satisfaction of the Minister for Planning and in consultation with the City of Greater Geelong and Surf Coast Shire Council. The EMF must include:

Construction

a) A summary of key construction methodologies; b) An overarching framework for site works or specific measures to reduce and manage environmental and amenity effects during construction of the Project, including Environmental Management Requirements in respect of: i. Noise noise (including assessment having regard to against EPA Publication 1254), ); ii. light spill, ; i.iii. and site access during construction (including the identification and design specifications of any necessary road upgrades); ii.iv. The process and timing for the preparation of a Construction Environment Management Plan and any sub-plan that is required; and iii.v. Measures to minimise impact to native fauna during removal of native vegetation;

Noise - Operation

c) A Noise Management Plan, generally in accordance with the draft Waurn Ponds Maintenance and Stabling Facility Noise Management Plan dated [January] 2020 guiding the assessment and management of the acoustic impacts of the facility during operation; d) An Acoustic Assessment Report prepared in accordance with the Noise Management Plan;

Traffic – Operation

A Local Traffic Management and Access Report detailing the traffic, access and car parking aspects of the application;

Visual Amenity and Lighting – Operation

e)f) A Visual Amenity Report addressing visual amenity in the area and including: i. External lighting details (having regard to Australian Standard AS 4282:2019 and CIE 2016 Guidelines for Minimising Sky Glow);

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ii. Site Llandscaping; and iii. Substantial tree planting to mitigate views to proposed buildings from key vantage points on public roads; and iii.iv. Built form details and materials;

Stormwater – Operation

g) A Stormwater Management Report which must demonstrate: a. the maintenance of environmental flow paths from the northern part of the land at 255 Reservoir Road to the southern part of that land; a.b. the implementation of water quality management measures having regard to the EPA Best Practice Environmental Management Guidelines.

Bushfire Management – Operation

h) A Bushfire Management Report;

Weed and Pest Management – Operation

f)i) A Weed and Pest Management Plan;

Other

g)j) A summary of the consultation that informed the preparation of the EMF and a summary of the proposed ongoing engagement activities with Councils, the community and other stakeholders during the construction of the Project, including enquiries and complaints management; and h)k) A summary of performance monitoring and reporting processes, including auditing to ensure environmental and amenity effects are reduced and managed during construction and operation of the Project.

5.3 The reports required under Clauses 5.2(d), (e), (f), (g), (h), (i) must include:

a) the outcome of impact assessments; b) proposed design and mitigation measures; c) any management measures that are to be complied with during operations; d) any design features or mitigation measures proposed to address the potential impacts, including any offers of off-site works or off-site landscaping to be made to the owner of any dwelling identified as being affected in the relevant impact assessment referred to in clause 5.3(a) above; and e) A summary of performance monitoring and reporting processes, including auditing to ensure environmental and amenity effects are managed during operation of the project.

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5.4 Native Vegetation

a) Prior to removal of native vegetation (excluding native vegetation removed under Clause 6.0), information about that native vegetation in accordance with Application Requirements 1, 5 and 9 of the Guidelines for removal, destruction or lopping of native vegetation (DELWP, December 2017) (guidelines) must be provided to the satisfaction of the Secretary to the Department of Environment, Land, Water and Planning (DELWP). For the avoidance of doubt, the information provided to the Secretary to DELWP must include information about any native vegetation that has been, or is to be, removed under Clause 6.0. b) Prior to removal of native vegetation (excluding native vegetation removed under Clause 6.0), the biodiversity impacts from the removal of that native vegetation must be offset in accordance with the guidelines, and evidence that the required offset(s) has been secured must be provided to the Secretary to DELWP. c) In exceptional circumstances, the Secretary to DELWP may vary the timing requirement in Clause 5.4(b). d) The secured offset(s) for the project may be reconciled at the completion of the project in accordance with the Assessor’s handbook – Applications to remove, destroy or lop native vegetation (DELWP, October 2018). e) For the purpose of this document, the term ‘remove native vegetation’ includes to destroy and/or lop native vegetation.

5.5 Where, but for this incorporated document, the relevant floodplain management authority would be a referral authority to the proposed buildings and works, the buildings and works must be undertaken to the satisfaction of the relevant floodplain management authority.

5.6 Other Conditions

a) Unless otherwise stated, the conditions set out in Clause 5 must be satisfied prior to the commencement of development (excluding preparatory buildings and works under Clause 6). The conditions may be satisfied in separate components or stages of the project, however each condition must be satisfied prior to the commencement of development for that component or stage. b) The plans and documentation required under Clause 5 may be amended from time to time to the satisfaction of the Minister for Planning or relevant approving authority. In deciding whether a plan or document is satisfactory or whether to consent to an amendment to a plan or document, the Minister for Planning or relevant approving authority may seek the views of the City of Greater Geelong and Surf Coast Shire Council or any other relevant authority. c) The use and development of the project must be undertaken in accordance with this document and the plans and documentation prepared to the satisfaction of the Minister for Planning or relevant approving authority.

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6.0 PREPARATORY BUILDINGS AND WORKS

Preparatory buildings and works may commence on the land described in Clause 3.0 before the conditions set out in Clause 5.0 are satisfied:

6.1 Preparatory buildings and works include but are not limited to:

a) Works, including vegetation removal, where, but for this document, a planning permit would not be required under the provisions of the planning scheme. b) Investigating, testing and preparatory works to determine the suitability of land, and property condition surveys. c) Construction and use of access points and working platforms. d) Site establishment works including temporary site fencing, lighting and hoarding, site buildings, site offices, and hardstand and laydown areas. e) Construction, protection, modification, removal or relocation of utility services, rail signalling, overhead and associated infrastructure. f) Establishment of environment and traffic controls, including designated ‘no-go’ zones. g) Establishment of temporary car parking. h) Demolition to the minimum extent necessary to enable preparatory works. i) Site excavation and disposal of spoil off site as required. j) Removal of native vegetation to the minimum extent necessary to enable preparatory buildings and works. k) Salvaging and relocating artefacts and other preparatory works required to be undertaken in accordance with an approved Cultural Heritage Management Plan prepared for the project as pursuant to the Aboriginal Heritage Act 2006 and to the satisfaction of the Registered Aboriginal Party. l) Salvaging and relocating artefacts and other preparatory works required to be undertaken in accordance with an approved Historic Heritage Management Plan prepared for the project pursuant to the Heritage Act 2017 and to the satisfaction of the Victorian Heritage Council. m) Salvaging and translocating any vegetation, including any preparatory works required to enable salvage and translocation, identified in a Translocation Plan prepared to the satisfaction of the Secretary to DELWP.

6.2 Prior to the removal of native vegetation under Clause 6.0, information about the native vegetation to be removed must be provided to the Secretary to DELWP. The information provided to the Secretary to DELWP must include a description of, and maps showing, the native vegetation to be removed in accordance with Application Requirement 1 of the guidelines.

6.3 The biodiversity impacts from the removal of native vegetation under Clause 6.0 must be included in the total biodiversity impacts when determining the offset(s) in accordance with Clause 5.4(b).

7.0 EXPIRY

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The controls in this document expire if any of the following circumstances apply:

 The development allowed by the controls is not commenced by 31 December 2022.  The development allowed by the controls is not completed by 31 December 2032.

The Minister for Planning may extend these periods if a request is made in writing before the expiry date or within three months afterwards.

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APPENDIX 1 – WAURN PONDS TRAIN MAINTENANCE AND STABLING FACILITY – PROJECT LAND AND WIDER PROJECT LAND TO WHICH THIS INCORPORATED DOCUMENT APPLIES (updated 22 October 2019)

Day 2 Working Draft

Waurn Ponds Train Maintenance and Stabling Facility

Draft Noise Management Plan, January 2020

Introduction

This Noise Management Plan provides the framework for the assessment of noise impacts and the implementation of noise mitigation measures in association with the ongoing management of operational noise from the Waurn Ponds Train Maintenance and Stabling Facility (Project). Detailed acoustic assessments of the Project that are required to be prepared pursuant to the Waurn Ponds Train Maintenance and Stabling Facility Incorporated Document [January 2020] must be prepared in accordance with the guidelines set out in this Plan.

This Plan may be amended to the satisfaction of the Responsible Authority.

Statutory Context

Clause 5.2 of the Waurn Ponds Train Maintenance and Stabling Facility Incorporated Document, January 2020 (the Incorporated Document) includes the requirement that an Environment Management Framework (EMF) be prepared in respect of the Project. The EMF must relevantly include:

Noise - Operation

c) A Noise Management Plan, generally in accordance with the draft Waurn Ponds Maintenance and Stabling Facility Noise Management Plan dated January 2020 [this document] guiding the assessment and management of the acoustic impacts of the facility during operation; d) An Acoustic Assessment Report prepared in accordance with the Noise Management Plan.

Clause 5.3 of the Incorporated Document provides that the Acoustic Assessment Report (amongst other reports) must relevantly include:

Day 2 Working Draft

This Plan is the Noise Management Plan document referenced in clause 5.2 of the Incorporated Document.

The Project

The Project will provide stabling and maintenance facilities necessary to meet the immediate and longer-term needs of the regional rail network in this region. The facility is critical to the long-term planning of the network and for the future planning of new rail services, new technologies, and increased investment in rolling stock.

The facility is planned to be delivered in two stages.

Stage 1 will comprise a train stabling facility with the capacity to stable 6 trains. It will include facilities for toilet extraction and water replenishment and other associated infrastructure. The Stage 1 facility will be located south of the existing railway corridor, directly east of the existing farm laneway at the centre of the site, and west of Bogans Lane. It will occupy an area of approximately 11 hectares, and will be in the order of 1030 metres long, 150 metres wide at its widest section, and 100 metres wide at its narrowest point.

Stage 2 will be delivered in the longer-term and will introduce critical maintenance support for the network. It will also increase the stabling capacity of the facility to 26 trains and will occupy an area of approximately 46 hectares, being in the order of 1720 metres long, 320 metres wide at its widest section and 160 metres wide at its narrowest point.

Assessment Approach

Because of the anticipated staged delivery of the facility, it is essential that the acoustic impacts of the operation of the Project are assessed according to the best available information as to the operation of the facility. This is readily achievable for Stage 1 but may be subject to further, different and better information over time in respect of Stage 2.

Accordingly, this Noise Management Plan provides an approach that ensures that acoustic impacts are measured and assessed at the appropriate time, and monitored for performance thereafter against the actual operations of the Project.

This approach will also ensure that consultation with affected landowners occurs with the best available information and at the appropriate time.

The Noise Management Plan includes a preliminary noise assessment dated 21 January 2020 (Appendix A) that identifies the potential off-site noise impacts for each stage based on current operational expectations. The preliminary noise assessment informs expectations as to the nature and extent of operational noise impacts and identifies potential mitigation measures (including off-reservation works) that would successfully mitigate those impacts.

Day 2 Working Draft

Guidelines

Prior to the construction of any stage of the facility, an acoustic assessment report must be prepared to the satisfaction of the responsible authority by a suitably qualified acoustic expert. The report must assess the operational noise impacts of the relevant stage of the facility and must be prepared having regard to the following matters:

(a) The preliminary noise assessment prepared dated 21 January 2020; (b) Details of the proposed operation of the facility; (c) Details of noise sensitive areas; (d) Details of background noise conditions at the time of the assessment; (e) Design criteria external to dwellings as specified in EPA Publication 1411, Noise from Industry in Regional Victoria; (e)(f) Where the external design criteria specified in EPA Publication 1411 NIRV targets cannot be reasonably or practically met, an internal design criteria internal to a dwelling of 20dB(A) Leq, or at the ambient noise level inside the affected dwelling, whichever is highernoise target of …….An assessment of potential noise impacts associated with the operation of the facility; (f)(g) Recommended mitigation measures where appropriate; and (h) A report detailing consultation with affected landowners where off-reservation works are proposed, including the outcome of consultation and any agreed works or implementation programme; and. (i) The details of how performance will be monitored and audited measuring noise emissions from the operation of the facility, excluding noise from existing rail operations;.

Day 2 Working Draft

Appendix A - Preliminary Acoustic Assessment