Victoria's Project Prioritisation Submission to Infrastructure Australia

Home , Melbourne 2030, Moorooduc Highway, North East Link, Victorian Transport Plan, West Gate Bridge, West Gate Freeway

2008 VICTORIA’S PROJECT PRIORITISATION SUBMISSION TO INFRASTRUCTURE AUSTRALIA Published by State of Victoria www.vic.gov.au © State Government of Victoria 31 October 2008 Authorised by the Victorian Government, Melbourne. Printed by Impact Digital, Units 3-4 306 Albert Street, Brunswick VIC 3056. This publication is copyright. No part may be reproduced by any process except in accordance with the Provisions of the Copyright Act 1968

2 CONTENTS

1. Introduction 2

2. Victoria Supports the Commonwealth’s Five Key 4 Platforms for Productivity Growth

3. Victoria’s Leading Role in the National Economy 6

4. Transport Challenge Facing Victoria 8

5. Victoria’s Record in Regulatory and Investment Reform 12

6. Victoria’s Strategic Priority Project Packages 14

7. Linkages Table 28

8. Indicative Construction Sequencing 30

Victoria’s Project Prioritisation Submission to Infrastructure Australia 1 1. INTRODUCTION

1.1 AUDIT SUBMISSION These projects will help build Victoria lodged its submission to the National Infrastructure Audit with Infrastructure a stronger, more resilient, and Australia (IA) on 30 June 2008. The Audit Submission provided a strategic overview of sustainable national economy, Victoria’s infrastructure needs in the areas of land transport, water, sea ports, airports, energy and telecommunications. It detailed the key infrastructure bottlenecks and able to capture new trade constraints that need to be addressed to optimise Victoria’s and Australia’s future opportunities and reduce productivity growth. greenhouse gas emissions. Following the lodgement of Victoria’s submission, IA wrote to all States and Territories requesting further input on ‘Problem and Solution Assessment.’ In response to this request, the Victorian Government gave IA offi cials a detailed briefi ng and background paper in September 2008. This included a site visit by the Infrastructure Coordinator, IA, to the Green Triangle Region – one of Victoria’s regions experiencing unprecedented freight growth in new export commodity industries.

1.2 THE CURRENT SUBMISSION IA has sought further information from States and Territories to enable IA to prioritise projects for the National Infrastructure Priority List. Victoria’s Audit submission illustrated that the most urgent priority for infrastructure investment lay in the transport sector. This need is refl ected in the priority projects provided in this submission. Victoria has immediate, medium- and long-term priority projects eligible for funding via the Building Australia Fund. This pipeline aligns with the strategic priorities of IA and the Victorian Transport Plan. It is based on maximising the use of the State’s transport assets through ongoing regulatory reform, operational effi ciencies, innovation, pricing initiatives and demand management. This sequence of projects will enable Victoria’s transport system to be strengthened in line with economic and population growth to 2020 and beyond. These projects will help build a stronger, more resilient, and sustainable national economy, able to capture new trade opportunities and reduce greenhouse gas emissions. These projects will do this by: • managing urban congestion in Melbourne, Australia’s second largest city, and around the Port of Melbourne, Australia’s biggest container port; • building national economic capacity in industries that are Victoria’s competitive strengths; • improving the performance of Australia’s open supply chains on the eastern seaboard; • increasing the capacity and competitiveness of the eastern seaboard network of container ports;

2 • enhancing Australia’s trade performance by capturing new export opportunities for commodity industries; • fostering economic clusters in Melbourne and regional cities that are logistics hubs, knowledge and innovation precincts and new centres of employment; and • facilitating national micro-economic reform and business deregulation.

These projects will be delivered as fi ve key packages: 1. Melbourne Metro Package – the planned transition over the immediate, medium and long term of Melbourne’s rail system to a metro-style transit system, with progressive enhancements to the effi ciency and resilience of Melbourne’s train services, particularly in the rail corridors that support the city’s western, northern and south-eastern suburbs. 2. West Gate Alternative and Truck Action Plan Package – the provision of new and improved roads infrastructure to support our critical cross-town and freight routes. 3. National Ports and Rail Connection Package – a long-term plan to manage the growth in Victoria’s freight task, improving the effi ciency and sustainability of our supply chains while protecting the amenity and liveability of our cities and towns, particularly in Melbourne’s inner western suburbs. 4. Regional Development Package – a plan to enhance public transport in regional Victoria and to build targeted infrastructure to support regional freight, industrial growth and new jobs. 5. Melbourne Orbital Package – a staged plan to complete Melbourne’s orbital network (fi lling in the missing links in the city’s north-east and south-east), and to improve connections between industrial precincts and national freight corridors.

The rate at which some projects can be delivered will depend on the level of Commonwealth infrastructure funding. Victoria has therefore developed a logical sequencing of projects, which will be updated as part of the annual infrastructure audit reviews proposed by IA.

Victoria’s Project Prioritisation Submission to Infrastructure Australia 3 2. VICTORIA SUPPORTS THE COMMONWEALTH’S FIVE KEY PLATFORMS FOR PRODUCTIVITY GROWTH

The Prime Minister has committed the Commonwealth Government to enhancing The Victorian Government national productivity growth and Australia’s long-term prosperity by investing in fi ve key has long recognised platforms – education, infrastructure, innovation, business deregulation and taxation reform. the need to improve the Victoria welcomes the Commonwealth Government’s leadership in this nation-building productive capacity of the agenda. Victoria’s key policy frameworks align with these priorities. Australian economy. For example, since 2002, Victoria has developed comprehensive policy strategies for: • improving economic development (Victoria: Leading The Way); • enhancing workforce skills and participation (Securing Jobs for Your Future – Skills for Victoria); • agricultural investment (Future Farming); • regional development (Moving Forward); • promoting innovation (Innovation: Victoria’s Future); and • integrated land use and transport planning (Melbourne 2030).

The Victorian Transport Plan – and Victoria’s IA priority projects – will build on this approach, by delivering strategic enhancements to the transport network that will drive productivity and strengthen national supply chains.

2.1 THE NATIONAL REFORM AGENDA The Victorian Government has long recognised the need to improve the productive capacity of the Australian economy. In 2005, Victoria developed the National Reform Agenda (NRA) to direct attention to the key areas for Government investment and reform to improve productivity and workforce participation. The central focus of the NRA was recognising that building the competitiveness of our businesses, as well as a new focus on building our human capital, is critical to strengthening the Australian economy. Key planks of the initiative included: • further developing the competitiveness of Australian business – including building world-class economic infrastructure – to help our businesses participate and succeed in a global economy; • removing disincentives and barriers to labour force participation; and • providing effi cient use of our infrastructure, which is critical to sustaining our competitive position in the global economy.

Through the Council of Australian Governments (COAG), all Australian Governments have committed to progress the reform work program to increase productivity, address infl ationary pressures and deliver better outcomes to the Australian community. Infrastructure investment is critical to achieving these reforms and developing the capacity and ability of Australian businesses to compete in a global environment.

4 Victoria has led the COAG For instance, better transport connections will enable greater mobility and access to services, while fi t-for-purpose infrastructure can help reduce the cost of doing business, and thus improve agenda on a new wave of business competitiveness. In addition, infrastructure investment can support employment productivity and social markets by providing a pipeline of projects that utilise and develop the Australian workforce. capital reforms. This document is a continuation of these reforms, and further underlines Victoria’s emphasis upon the importance of national productivity improvements. The proposals in this submission underscore Victoria’s commitment to that reform, and the Victorian Government commends the independent process the Commonwealth has established with IA for the preparation of the Infrastructure Priority List. As noted above, Victoria considers itself to be a leader in the national arena on productivity reform, and looks forward to progressing this important issue.

2.2 REGULATORY REFORM – TRANSPORT In the transport sector, regulatory and pricing reform are key factors in unlocking increased productive capacity in infrastructure networks. Victoria has a strong record in implementing national regulatory reform packages. For example, 99% of the state’s arterial road network has been upgraded for higher mass limits. In recent years, Victoria has led the COAG agenda on a new wave of productivity and social capital reforms. Victoria supports the next phase of regulatory reform that has been endorsed by the Australian Transport Council as part of the National Transport Policy Framework to establish national regulatory systems for heavy vehicle, rail, road and maritime safety. Victoria has also strongly supported the development of pricing regimes for the heavy vehicle industry that have driven major productivity and competition benefi ts.

Victoria’s Project Prioritisation Submission to Infrastructure Australia 5 3. VICTORIA’S LEADING ROLE IN THE NATIONAL ECONOMY

Victoria continues to be a signifi cant driver of the Australian economy, contributing Victoria’s strength lies around 24% to Australia’s GDP. The Victorian economy is in a strong position and continues to grow with Gross State Demand increasing by 4.5% to the year ending in its diverse economy. 30 June 2008, the largest increase among the non-resource states and cementing its Historically the position as south-east Australia’s economic hub. manufacturing engine Victoria’s strength lies in its diverse economy. Historically the manufacturing engine of of the nation, Victoria is the nation, Victoria is now also at the forefront of the knowledge economy. The State’s biotechnology sector alone is worth $21 billion (annually), its pre-eminence recognised now also at the forefront recently when Melbourne joined London and Boston as one of only three cities in the of the knowledge world with two universities in the global top 20 biomedical rankings. economy.

3.1 VICTORIA – A POWERHOUSE OF THE NATIONAL ECONOMY Victoria accounts for 25% of Australia’s ICT revenues with exports worth $25 billion, while about 40% of Australia’s infrastructure and investment in nanotechnology is concentrated in Melbourne. Melbourne is a powerhouse of the national economy. The effi ciency of its transport system has a major bearing on the nation’s overall productivity. Traffi c congestion on its key freight links hinders economic effi ciency and growth. An effi cient public transport network improves the operation of the city’s roads by reducing congestion and allows the freight task to be performed more effi ciently. It is therefore logical – and welcome – that the Commonwealth Government has signalled its intention to invest heavily in transport infrastructure, including public transport, in Australia’s major cities. Melbourne is a national centre for engineering, fi nancial, legal services and property industries, with the services sector contributing 42% to the Gross State Product. In regional Victoria, the dairy industry continues to be a major export driver, accounting for 85% of Australia’s dairy exports, while regional Victoria is also home to the country’s largest forestry plantations. Another key ingredient in Melbourne’s economic strength is the development of clusters of economic activity. Examples include the world-leading medical research and biotechnology fi rms clustered around universities and medical centres in Parkville, knowledge-based and technology fi rms centred around Monash in the city’s east, the cluster of fi nancial and legal services in the CBD and Docklands and the port, freight and logistics businesses grouped in Melbourne’s west.

3.2 RESOURCE INDUSTRIES The State is experiencing a resource boom of its own, with mining and processing of massive mineral sands deposits in the Murray Basin, the development of clean-coal technology and coal derivative industries in Gippsland, gas and oil on/off -shore fi elds and wind farms (including construction of the biggest wind farm in Australia) to drive economic growth into the future.

6 3.3 GROWTH IN THE TRANSPORT AND LOGISTICS SECTOR Melbourne’s strategic Servicing all of Victoria’s economic sectors is a signifi cant transport and logistics industry. location on Port Phillip As a whole, the Australian transport and logistics industry is worth more than $150 billion Bay has enabled the and represents approximately 14.5% of Australia’s GDP, making this sector one of the most critical in Australia. The transport and logistics industry is particularly critical to Victoria’s Port of Melbourne to economy, contributing 14.7% to GSP and 334,000 jobs. become the engine that Signifi cantly, Victoria’s pre-eminence as Australia’s freight hub is growing. For example, drives the south-east 41% of Australia’s B-doubles are licensed in Victoria while investment in warehousing in Victoria during the past six years has doubled, far outstripping other states. Australian economy.

3.4 AUSTRALIA’S LARGEST CONTAINER PORT This economic diversity and Melbourne’s strategic location on Port Phillip Bay has enabled the Port of Melbourne to become the engine that drives the south-east Australian economy. The port handles 36% of Australia’s container trade, 90% of Victoria’s imports and exports and acts as a freight hub for Tasmania, south-east South Australia, Adelaide and the Riverina of New South Wales. It is forecast that the number of containers moving through the port each year will grow from the current level of just over 2 million to 8 million by 2035, a four-fold increase. Signifi cantly, 80% of this throughput will travel within Melbourne, between the port and urban industrial areas. Melbourne International Airport is also an important international gateway, accounting for 32% of the nation’s airfreight, and is one of the world’s top 50 airports in terms of freight tonnage.

Victoria’s Project Prioritisation Submission to Infrastructure Australia 7 4. TRANSPORT CHALLENGES FACING VICTORIA

As outlined in the ‘Problem and Solution Assessment’ briefi ng by the Victorian New population Department of Transport to IA offi cials on 29 September 2008, the challenges facing Victoria’s transport system are the result of: projections for Victoria • urban growth pressures; indicate that growth • capacity constraints; is occurring much • urban congestion; faster than previously • strong population growth in regional centres and peri-urban areas; predicted. • growth in the freight task; • changes in land-use and supply chain patterns; • climate change; and • social exclusion.

The East West Link Needs Assessment (EWLNA) focussed on examining congestion and amenity problems created by east-west traffi c movements through inner Melbourne. In analysing this report’s recommendations, and considering submissions from the public, the Victorian Government has been mindful of the challenges Victoria faces across the whole transport system, including regional Victoria, as the State’s population and economy grow.

4.1 POPULATION GROWTH New population projections for Victoria indicate that growth is occurring much faster than previously predicted. Furthermore, this sustained growth will lead to: • Metropolitan Melbourne growing to a city of 5.5 million people by 2036; and • Victoria surpassing 7.3 million by 2036.

Much of this growth is expected in the west, north and south-east of Melbourne and many of the Victorian Government’s transport solutions focus on addressing the growing demand in these areas. Employment is also expected to grow at a faster rate. In 2006, for example, metropolitan Melbourne had about 1.9 million jobs for a population of 3.7 million. By 2036, employment would be expected to grow by 850,000 jobs if the same ratio was maintained. This growth has major implications for the transport network. It is estimated that a population increase of 1 million people would result in: • 3.2 million extra car trips per day; • 400,000 extra public transport trips per day; and • 200,000 extra walking and cycling trips per day.

8 Already increasing 4.2 URBAN CONGESTION petrol prices, road Transport usage is stretching the system capacity in peak periods, which are growing in congestion and CBD duration. This, coupled with substantial latent demand in excess of available capacity, is restraining sustainable urban and economic growth. employment growth With road congestion in Melbourne already estimated to cost $1.3 billion a year and expected to have contributed to double between 2001 and 2021, the challenge is compelling. Congestion has a particular impact unprecedented increases on freight movement and export costs. in public transport usage, As noted in the EWLNA, if no action is taken there will be “much higher levels of congestion on the with patronage on city’s east-west arterial roads, generating substantial additional costs for business and industry and causing delays, unreliability and slow travel times for commuters. The effi ciency of some of the metropolitan trains up city’s most important economic journeys will be jeopardised, reducing Melbourne’s competitive by 39% from 2004-05 to edge and ultimately constraining economic growth and development across the city.” 2007-08. 4.3 PUBLIC TRANSPORT PATRONAGE Already increasing petrol prices, road congestion and CBD employment growth have contributed to unprecedented increases in public transport usage, with patronage on metropolitan trains up by 39% from 2004-05 to 2007-08. Equally, Victoria’s regional rail network has seen a huge patronage increase – up 23.8% in 2007-08, on top of a 31.7% increase in 2006- 07 – following the State’s investment in the Regional Fast Rail Project. This increase also refl ects high levels of economic and population growth in regional Victoria. Victoria is committed to meeting future transport needs in a way that meets the range of objectives that are common to Victoria and Infrastructure Australia. A key objective is to increase the share of trips made on public transport to be able to deliver better environmental and social outcomes as well as reduce road congestion. Over the past decade, Melbourne’s public transport mode share of motorised trips has already climbed from 10% to 13% and patronage is growing more rapidly than in any other State. According to the former NSW Sustainability Commissioner, Peter Newman, patronage growth on the Melbourne rail network over the decade has been 58.6%. This compares to 39.5% in Brisbane and 6.6% in Sydney.

Victoria’s Project Prioritisation Submission to Infrastructure Australia 9 4.4 ROLLING STOCK – MAXIMISING LOCAL MANUFACTURING The scale of this procurement OPPORTUNITIES program – combined with The provision of additional rolling stock will be critical to Victoria being able to meet the rolling stock requirements demand for increased public transport services. Victoria is developing a multi-billion- dollar fl eet enhancement program, to be funded from the State Budget, that will include in other States – creates the refurbishment of existing trains as well as the purchase of new urban rail, tram and signifi cant opportunities for regional train sets. Australian manufacturing. This will be one of the largest purchasing programs for rolling stock in the State’s history. For example, the order for new metro trains could be worth well over $2 billion to meet longer-term demand. The scale of this procurement program – combined with rolling stock requirements in other States – creates signifi cant opportunities for Australian manufacturing. Victoria believes the Commonwealth has a leading role to play in optimising the level of local content in new train/tram rolling stock. This could be done on the same policy basis that the Commonwealth provides through industry development assistance to the automobile industry and defence procurement sector, and could include funding support for innovation, training, new technologies and export development. This would create new job opportunities in an expanded and sustainable rolling stock manufacturing sector that is able to meet Australia’s fl eet requirements to 2020 and beyond.

4.5 CYCLING Cycling has become increasingly popular in Victoria in recent years, with particularly strong growth in commuting in Melbourne by bicycle. In 2007, cyclists accounted for almost 8% of all vehicles on the road during the morning peak. Since 1999, the Victoria Government has signifi cantly expanded Victoria’s cycle network through record investment in on-road and off -road paths, including rail trails in regional Victoria. Further development of this network will be most eff ectively delivered through these well-established State funding programs that are supported by high levels of community and local government engagement. The Victorian Government therefore believes that, should the Commonwealth decide it wishes to invest in cycling, the best model for this would be via direct funding to the States, to enable them to supplement and expand their existing delivery programs.

4.6 GROWTH IN THE FREIGHT TASK Victoria’s freight task is expected to grow by 50% to 750 million tonnes by 2020 and by 100% to over one billion tonnes by 2030. By 2020, total kilometres travelled by freight vehicles is forecast to increase by 77% to 9.7 billion kilometres. Victoria’s IA priority projects will build stronger and more effi cient supply chains on the eastern seaboard of Australia and other freight corridors.

10 Over the past six years, Melbourne is home to many of Australia’s largest manufacturers of food, beverage and other consumer products for national domestic markets. Intensive container movements occur on investment in new Melbourne’s roads between the Port of Melbourne and national warehousing and distribution warehousing in Victoria centres in outer suburbs such as Altona, Laverton, Bayswater, Somerton and Dandenong. From has doubled to $200 million here, thousands of truck and rail movements radiate each day to distribution points and retail outlets in Sydney, Brisbane, Adelaide, Perth and regional centres. pa, while investment in Fast, effi cient, high-capacity transport links are needed to perform this task. other states has grown Investments by the Commonwealth, Victoria and Australian Rail Track Corporation (ARTC) under marginally or fl at-lined. AusLink are helping to build this capacity. But more needs to be done because of the impacts of population growth, urban congestion and other constraints on supply chain performance.

4.7 THE ROLE OF MAJOR CITIES IN BOOSTING SUPPLY CHAIN PERFORMANCE In July 2008, the Australian Transport Council noted that the challenges around ‘open’ supply chains are greater and more complex than those for ‘closed’ supply chains. A closed supply chain has characteristics of vertical integration, a defi ned network and a very small number of infrastructure operators and owners. Mining operations in the Pilbara are typical of closed supply chains, with private ownership of an integrated chain of mines, rail lines and ports. Capacity increases in these supply chains can be achieved through direct private investment supported by appropriate pricing/access regimes. Open supply chains – which do not have exclusive ownership of infrastructure, and access is shared across diff erent modes and by many industries – are more prevalent on the eastern seaboard and in major centres of manufacturing and warehousing activity. Over the past six years, investment in new warehousing in Victoria has doubled to $200 million pa, while investment in other states has grown marginally or fl at-lined. Capacity constraints in open supply chains have become particularly acute in Australia‘s biggest cities – such as Melbourne – because of urban congestion, population growth and record growth in port container trade. This trend will continue, with Melbourne being the home of new and emerging industries in the knowledge and innovation sectors that will play an increasingly important role in the Australian economy post the resources boom. Melbourne’s economy is at the forefront of these challenges, because of the concentration of national manufacturing activity, food processing, retail distribution and international container trade that occurs within and around the city. These challenges are signifi cant and if left unaddressed have the potential to restrict the productive capacity of the Australian economy. Therefore, addressing capacity constraints in and around Melbourne should be a key priority for Infrastructure Australia.

Victoria’s Project Prioritisation Submission to Infrastructure Australia 11 5. VICTORIA’S RECORD IN REGULATORY AND INVESTMENT REFORM

Victoria has identifi ed six strategic directions to drive ongoing investment and reform These projects will enhance to 2020. the economic capacity of our 1. Shape the city to create better access to opportunities and a more effi cient travel and transport network. cities, build stronger supply 2. Increase the frequency, reliability, capacity and safety of public transport, and create a chains and strengthen our Melbourne Metro System. export gateways. 3. Close gaps, reduce congestion and improve safety in the road network to better link our communities. 4. Develop a sustainable and lower emissions transport system to support a greener Victoria. 5. Strengthen Victoria’s and Australia’s economy by enabling effi cient and eff ective access for people to jobs and services, and freight to markets. 6. Link regional Victorian communities and industries.

Over the past decade Victoria has led the way in market-driven solutions to infrastructure provision in Australia. This has included: • creating capacity for a higher mass limit network for heavy vehicles on 99% of the arterial road network; • implementing franchise agreements with transport providers that deliver value for money for taxpayers and customers; • making the most extensive use in Australia of Public Private Partnerships, including delivering the $2.5 billion EastLink project – one of the biggest PPPs in Australia’s history; • implementing an open access regime on rail freight networks promoting competition and allowing new entrants; • undertaking the channel deepening project in Port Phillip Bay to minimise business costs for shipping movements through the Port of Melbourne – Australia’s biggest container port; and • creating an effi cient market structure in the energy sector, including moving towards national arrangements for electricity and gas planning and regulatory functions.

The Victorian Transport Plan will include a raft of infrastructure projects that build on these past investments and tackle the current and emerging challenges over short-, medium- and long-term timeframes. These projects will enhance the economic capacity of our cities, build stronger supply chains and strengthen our export gateways. These nation-building projects are Victoria’s IA Priority Projects. Victoria’s IA projects and the Victorian Transport Plan will foster and develop economic clusters of best practice, including freight and logistics hubs, knowledge and innovation precincts, metropolitan activity and employment centres, and development of regional industries and resources.

12 5.1 AUSLINK 2 AND 3 (BUILDING AUSTRALIA PROGRAM) Victoria strongly believes there should be ongoing AusLink funding for priority AusLink projects. This would enable AusLink 3, eff ective from 2014, to operate in parallel to the Building Australia Fund. Priority projects for Victoria in AusLink 3 would include the Shepparton Bypass, Mildura Truck Bypass, completion of the Geelong Ring Road, planning for the Horsham Bypass, and rail projects nominated by the ARTC. Victoria notes the Commonwealth Government has committed to providing funding beyond AusLink 2 for a number of Victorian AusLink projects, including the Western Ring Road Enhancement, Western Highway duplication (Ballarat to Stawell), and upgrades to the Princes Highway East and Princes Highway West (Winchelsea to Colac).

5.2 TELECOMMUNICATIONS The Victorian Government recognises the importance of advanced broadband infrastructure as fundamental to regional economic development. In particular, the Victorian Government has identifi ed the lack of competitive backhaul telecommunications capacity as an inhibitor to the provision of advanced, innovative and low- priced broadband in parts of regional Victoria, and has committed funding to a program of two fi bre builds (VicFibreLINKS). VicFibreLINKS is complementary to Commonwealth Government broadband policies. The Victorian Government would welcome the Commonwealth Government’s participation in the VicFibreLINKS program to extend the fi bre builds to a total of 10 routes that currently do not have competitive backhaul and to deliver commensurately greater regional economic development outcomes.

Victoria’s Project Prioritisation Submission to Infrastructure Australia 13 6. VICTORIA’S STRATEGIC PRIORITY PROJECT PACKAGES

Melbourne Metro Package 1. Regional Rail Link (including Southern Cross Station Platforms 15 & 16) 2. Melbourne Metro (Stage 1) 3. Melton Rail Upgrade

West Gate Bridge Alternative and Truck Action Plan Package 1. Truck Action Plan – Stage 1 2. West Gate Bridge Alternative – Geelong Road to Port

National Ports and Rail Connection Package 1. Port of Melbourne International Freight Terminal 2. Donnybrook/Beveridge Interstate Freight Terminal 3. Port of Hastings Development

Regional Development Package 1. Green Triangle 2. Regional Broadband – VicFibreLINKS 3. Geelong Urban Growth Package 4. Gippsland Coal Industries

Melbourne Orbital Package 1. Peninsula Link 2. Separating Road and Rail lines 3. North East Link

14 MELBOURNE METRO PACKAGE

PROJECTS

1. Regional Rail Link (including Southern Cross Station Platforms 15 & 16) The East West Link Needs Assessment (EWLNA) highlights the need for substantial investments in rail capacity in inner Melbourne and on key rail corridors in Melbourne’s west, north and south-east. The Victorian Government supports the study’s recommendation to construct a new dedicated rail link from Tarneit via Sunshine to central Melbourne, but proposes to expand on the EWLNA‘s original concept design. Such a link – Regional Rail Link – will provide substantial increases in capacity and reliability for services from Geelong, Ballarat and Bendigo, free up capacity for extra suburban services from Werribee, Sunbury and Craigieburn, and relieve traffi c delays in high congestion corridors, including the West Gate Bridge. Detailed work on the project since the EWLNA was published has shown that the benefi ts of the new link will be optimised if two extra tracks, not one, are built between Deer Park and Southern Cross Station. The project involves a new two-track rail link from West Werribee to Southern Cross Station via Tarneit and Sunshine that will provide a generational increase in the capacity of Melbourne’s metropolitan train network to carry large numbers of additional regional and metro trains. The full package delivers an extra 9,000 passengers per hour. It allows the separation of regional and metropolitan services through the metropolitan area and into Southern Cross Station. This project will increase metropolitan and regional rail capacity and improve service reliability. Initial stages of the project include the construction of two new platforms at Southern Cross Station and a dedicated track from Southern Cross to South Kensington. Other project features include a dedicated track to Sunshine, and a link to West Werribee, including a new station at Tarneit serving residential development north of Werribee with potential for other stations along the route. Regional Rail Link (including Southern Cross Station Platforms 15 & 16) is an ambitious, complex and costly project on a scale not seen in Victoria since the construction of the Melbourne City Loop in the late 1970s. It will deliver comparable benefi ts to the impact of the City Loop when it was built in terms of increases in the capacity of the rail network. It carries with it an estimated cost in excess of $4 billion, and can only be aff orded with a substantial funding contribution from the Commonwealth Government. Demand forecasts suggest it will be required to be operational around 2014. Regional Rail Link is therefore an immediate priority for Commonwealth funding.

Victoria’s Project Prioritisation Submission to Infrastructure Australia 15 2. Melbourne Metro (Stage 1) In highlighting the need for substantial investments in rail capacity in inner Melbourne, the EWLNA recommends construction of an east-west rail tunnel across Melbourne. The Victorian Government supports this recommendation and proposes to build a rail tunnel that will deliver increased capacity of around 12,000 passengers per hour on the highly congested rail lines in Melbourne’s west and north. It will also provide new access to the strategic economic clusters of biotechnology and education in Parkville and information communications technology in St Kilda Road. The project also builds on the infrastructure provided by the Regional Rail Link. The rail tunnel is the best practicable means of: • avoiding unacceptable congestion on Melbourne’s busiest rail corridors and associated traffi c corridors; • creating additional capacity for rail freight movements; • releasing capacity for truck access to the Port of Melbourne; • promoting the growth of knowledge-based, nationally important industries in Melbourne; • driving rapid urban consolidation along transport corridors; and • providing for long-term extensions of the rail network. Melbourne Metro (Stage 1) from South Kensington to Domain has an estimated cost in excess of $4.5 billion, with a further multi-billion dollar Stage 2 to connect Domain to Caulfi eld. Subject to Commonwealth support, the construction of Stage 1 could commence between 2010-2014. Melbourne Metro (Stage 1) is therefore an immediate/medium-term priority for Commonwealth funding.

3. Melton Rail Upgrade This project would follow on from completion of the Regional Rail Link and Melbourne Metro projects. It involves the duplication of the Melton line, which provides for future electrifi cation and would allow for increased services to Melton and Bacchus Marsh, helping to meet the future needs of this rapidly growing corridor in Melbourne’s north-west. The Melton Rail Upgrade is therefore a medium-term priority for Commonwealth funding.

16 Packages Regional Rail Link (including Southern Cross Station Platforms 15 & 16) Melbourne Metro (Stage 1) Melton Rail Upgrade

LEGEND

SunburySunburySunbury CraigieburnCraigieburnCraigieburn Regional Rail Link - including Southern Cross Station Platforms 15 & 16 (indicative alignment) Melbourne Metro (Stage 1) (indicative alignment)

Rail Duplication to Melton and extra Bacchus Marsh services to Bacchus Marsh MeltonMelton GlenroyGlenroy SydenhamSydenhamSydenham GlenroyGlenroy ReservoirReservoirReservoir Railway

Railway Station

CarolineCaroline SpringsSprings Springs Southern Cross Station

AscotAscotAscot Vale ValeVale Vale Major road CliftonCliftonClifton Hill HillHill Hill FootscrayFootscrayFootscray Major road under construction MelbourneMelbourne

Urban area TarneitTarneitTarneit AltonaAltonaAltona

WilliamstownWilliamstown Possible station or station connection

WerribeeWerribee Port Phillip

cccchuschuschus Marsh MarshMarsh 0 4 8 km

Central Melbourne Enlargement

SouthSouthSouth Kensington KensingtonKensington Kensington ParkvilleParkville

MelbourneMelbourne NorthNorthNorth Melbourne MelbourneMelbourne Melbourne NorthNorthNorth Melbourne MelbourneMelbourne CentralCentral Flagstaff FlagstaffFlagstaffFlagstaff ParliamentParliamentParliament

Southern SouthernSouthernSouthern Cross CrossCrossCross Y FlindersFlinders StreetStreet arra FlindersFlinders StreetStreet River

0 1 2 km

StSt KildaKilda RoadRoad

Victoria’s Project Prioritisation Submission to Infrastructure Australia 17 WEST GATE BRIDGE ALTERNATIVE AND TRUCK ACTION PLAN PACKAGE

PROJECTS

1. Truck Action Plan – Stage 1 The Truck Action Plan, recommended by the EWLNA, includes a series of initiatives that will be progressively implemented to build new and improved road links to the Port of Melbourne to redirect truck movements to more appropriate routes and reduce truck movements through residential streets in Melbourne’s inner west. The fi rst priority is a new road connection between the West Gate Freeway and Hyde Street, including upgrading Whitehall Street to Footscray Road and Shepherds Bridge. This route provides a key component of the Truck Action Plan in the inner west of Melbourne to accommodate the ongoing growth in container trade at the Port of Melbourne and reduce impacts on residents, and enables the revitalisation of the inner west (particularly the Footscray Transit City, Seddon and Yarraville). Further stages of the Truck Action Plan include the upgrading of Sunshine Road and Dempster Street and Paramount Road, which will complement Stage 1 of the proposed east-west road tunnel. Subject to Commonwealth funding, work could commence on this new link within two years. Truck Action Plan – Stage 1 project is therefore an immediate priority for Commonwealth funding.

2. West Gate Bridge Alternative – Geelong Road to Port A new east-west road tunnel between West Footscray and the Port of Melbourne is part of a series of measures to address Victoria’s over-reliance on the West Gate Bridge. Over the next two years, Victoria will complete its current $1.4 billion upgrade of the M1 Monash and West Gate freeways. The Government considers that the start of construction of a second link across the Maribyrnong River should occur soon after, and take the form of a new east-west tunnel between West Footscray and the Port of Melbourne. The project involves construction of a six-lane tunnel from Geelong Road to Dynon-Footscray roads in the Port of Melbourne precinct. The project, the fi rst stage of a road link between the Port and the Western Ring Road, delivers the strategic benefi t of network resilience into the east-west network as an alternative to the heavily congested West Gate Bridge. The tunnel runs beneath Footscray and removes truck traffi c from the surface streets. This will reduce the adverse impact of heavy traffi c in this key redevelopment area and is a key requirement for the revitalisation of Footscray. It will also provide more effi cient access to the Port of Melbourne. The estimated cost of the project is around $3 billion, although further work is required to confi rm that estimate and determine the project’s timing and implementation. West Gate Bridge Alternative – Geelong Road to Port project is therefore a medium-term priority for Commonwealth funding. In the longer term, there is a clear strategic need for a new road link between the Western Ring Road and the proposed Footscray Road Tunnel. This forms Stage 3 of the east-west road link proposed by the EWLNA. The alignment of the route, its design and planning, and environmental clearances, will need to be resolved before the costs and timing of its implementation can be determined. The EWLNA recommended as “Stage 2” of its east-west proposals the construction of a new tunnel linking the Eastern Freeway to the new crossing over the Maribyrnong. The Government considers that, for the foreseeable future, other more strategic options for improving Victoria’s road system are likely to take priority.

18 Packages Hyde Street connection to West Gate Freeway West Gate Bridge Alternative – Geelong Road to Port

Ballarat Rd

Smithfield Rd

Gordon St Truck Curfew

Ashley St

Sunshine Rd Footscray Dynon Rd

North Melbourne Footscray Rd Geelong Rd Paramount Rd Somerville Rd Truck Curfew

Truck Curfew Truck Curfew

Whitehall St

Yarraville Francis St Williamstown Rd

Truck Curfew Swanson Dock

Truck Curfew Truck Curfew Appleton Dock South Mebourne City Link

St Port West Ga te of Hyde Melbourne

Spotswood Fwy

e d Williamstown Rd P

s a l

Newport Webb Dock

0 1 2 km

Port Phillip Williamstown

LEGEND

Major road Road Tunnel - Geelong Road to Port of Melbourne Railway Road tunnel surface connection/treatment under investigation Railway station Road upgrade/alignment options under investigation Truck Curfew Existing Truck Curfew Hyde Steet connection to West Gate Freeway

Victoria’s Project Prioritisation Submission to Infrastructure Australia 19 NATIONAL PORTS AND RAIL CONNECTIONS PACKAGE

PROJECTS

1. Port of Melbourne International Freight Terminal The development of a new Melbourne Intermodal Terminal adjacent to Swanson Dock at the Port of Melbourne (on the site to be vacated by the Melbourne Wholesale Fruit and Vegetable Market) will be a critical enhancement to the Port’s landside capacity and facilitate the movement of containers by rail. This terminal will also facilitate the growth of trade handling capacity at the Port and improve effi ciency of the overall logistics chain as port traffi c increases from 2m TEU/year to 8m TEU in 2035. The new Intermodal Terminal will form a key part of the Metropolitan Freight Terminal Network, which is expected to see up to 25-30% of containers moved by rail shuttles to future outer metropolitan hubs. The shift of these containers to rail will generate signifi cant economic and environmental benefi ts by reducing the volume of road-based movements. This project will complement the proposed Donnybrook/Beveridge Interstate Freight Terminal, which includes the relocation of the interstate rail terminal at the Port of Melbourne, further releasing expansion capacity. Port of Melbourne International Freight Terminal project is therefore a medium-term priority for Commonwealth funding.

2. Donnybrook/Beveridge Interstate Freight Terminal Donnybrook is proposed to be the fi rst of a new network of major “common user” intermodal freight terminals outside the immediate vicinity of the Port of Melbourne in Melbourne’s north, west and south- east. This decentralisation will contribute to freight effi ciency and amenity by reducing non-port-related freight vehicle movements in Melbourne’s inner west. The highest priority in developing the terminal network is the relocation of the interstate rail freight terminal currently located at South Dynon to the north of the Port of Melbourne to a new terminal on a 200-hectare site at Donnybrook/Beveridge, north of Craigieburn. This will shift unnecessary trips related to interstate rail freight away from the central Dynon precinct and allow the redevelopment of the South Dynon area for port-related activities. This would allow for progressive roll out of an intermodal terminal network over the next 10-20 years. The Donnybrook/Beveridge Interstate Freight Terminal project is therefore a medium-term priority for Commonwealth funding.

3. Port of Hastings Development The Port of Hastings is the Government’s preferred site for future container handling once the capacity of the Port of Melbourne is reached. Initial development of the Port of Hastings is envisaged to accommodate break bulk and bulk trades. This project will undertake the necessary preliminary detailed design and environmental planning and business case work for Stage 1 of the development to ensure port development can proceed when required. The Port of Hastings project is therefore an immediate to medium-term priority for Commonwealth funding.

20 Packages Freight Zones

) Donnybrook/Beveridge–– ) ) SunburySunburySunbury

CraigieburnCraigieburnCraigieburn)

)

) Melbourne HurstbridgeHurstbridgeHurstbridge Airport ) EppingEppingEpping ) UpfieldUpfieldUpfield ) ) UpfieldUpfieldUpfield ) BacchusBacchusBacchus Marsh MarshMarsh ) BacchusBacchusBacchus Marsh MarshMarsh ) ) MeltonMelton ) ) MeltonMelton ) ) ) ) ) ) ) Essendon ) ) ) ) ) ) Airport ) ) ) ) ) ) ) ) ) ) ) ) )

) ) ) ) ) ) LilydaleLilydaleLilydale ) LilydaleLilydaleLilydale ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) MelbourneMelbourne) ) ) ) ) Port of MelbourneMelbourne) ) ) ) ) ) ) ) ) ) ) Melbourne) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) GlenGlen Waverley Waverley ) GlenGlen Waverley Waverley ) ) WerribeeWerribee ) WerribeeWerribee ) ) ) ) ) ) ) ) ) ) ) ) BelgraveBelgraveBelgrave ) BelgraveBelgraveBelgrave ) ) )

) ) )

) ) ) SandringhamSandringhamSandringham ) ) Moorabbin ) Airport ) ) ) ) Port ) DandenongDandenongDandenong )

Phillip ) ) Avalon ) ) Airport ) )

) )

) ) ) PakenhamPakenhamPakenham ) ) PakenhamPakenhamPakenham ) )

) ) CranbourneCranbourneCranbourne Port of ) CranbourneCranbourneCranbourne 0 5 10 km Geelong) )

) GeelongGeelong ) FrankstonFrankstonFrankston GeelongGeelong FrankstonFrankstonFrankston) )

) )

)

) Western Port of Port Hartings )

)

) ) StonyStonyStony Point PointPoint

Victoria’s Project Prioritisation Submission to Infrastructure Australia 21 REGIONAL DEVELOPMENT PACKAGE

PROJECTS

1. Green Triangle The investment in the Green Triangle Region is a collaborative, cross-border eff ort supported by the Victorian and South Australian Governments and regional councils in south-west Victoria and south- east South Australia, as well as the Australian Rail Track Corporation (ARTC), timber companies, other commodity industries and port authorities. It will optimise export opportunities by improving supply chain performance, particularly from timber plantations (4 million tonnes per annum) and mineral sands deposits from the Murray Basin, including NSW, ($13 billion over 50 years) to the Port of Portland. Through a draft Green Triangle Freight Action Plan, Victoria and SA have developed a prioritised package of infrastructure improvements needed to ensure this signifi cant freight challenge is effi ciently performed and that new trade opportunities for Australia are not lost.

HPFV Network In Freight Futures – the Victorian Government’s freight strategy – Victoria will nominate a proposed Principal Freight Network. The PFN is that part of the larger transport network over which the movement of heavy freight will be supported and increasingly consolidated. It will ensure Victoria is able to handle the doubling of the freight task anticipated by 2020 and it will give communities certainty about where freight is not a priority. Any such network will need to be maintained and upgraded to move freight safely and effi ciently and with minimum impact on residential communities. Measures will also need to be considered to reduce freight travel time, increase the reliability of freight movement, and meet community expectations about the impact of freight movements. Upgrades to selected roads and bridges will be funded on the Principal Freight Network, beginning with a priority stage trial of a next-generation High Productivity Freight Vehicles (HPFV) network in the Green Triangle region targeting roads connecting to the Port of Portland to support movement of timber from plantations to chip mills and for export. This region has been chosen as a priority stage in a future Freight Network because timber companies have informed the Victorian and South Australian Governments that a critical element in this supply chain task will be use of new-generation HPFV, including quad-axle B-doubles, to move timber from plantations to chip mills and to the Port of Portland. To enable this access to be provided, upgrades will be necessary to a number of arterial roads in south- west Victoria and south-east South Australia, including the Princes Highway West (Heywood – Millicent), the Portland Ring Road and the Riddoch Highway. These upgrades are expected to demonstrate the productivity benefi ts derived from HPFV use, as well as best practice arrangements for managing social amenity impacts. A trial of the next generation of HPFVs also will be undertaken on limited key metropolitan freeways to link the Port of Melbourne with major industrial areas: the West Gate Freeway – Western Ring Road – Hume Freeway. These vehicles will be restricted to operating outside of peak traffi c periods. The only vehicles being extended in this trial will be modifi ed B-Doubles; there is no plan to extend the trial to include B-Triples. The Government will conduct a next-generation HPFV community awareness campaign in partnership with relevant stakeholders to promote community awareness about the trial of next generation HPFVs, their potential benefi ts and their role in the Principal Freight Network.

22 Packages Rail/Port Connections From 2011, when export woodchip volumes to the Port of Portland will reach 4 million tonnes per annum, it is likely that performing a share of this freight task by rail will be commercially viable, particularly if the Mt Gambier – Heywood rail line is re-opened and standardised. Given the strong capacity of the ARTC to capture and grow new business opportunities, Victoria proposes that the Commonwealth support this important project through BAF funding as an immediate priority, on the basis that Victoria and SA would transfer the Mt Gambier-Heywood rail line to the ARTC under a long-term lease. These regional development projects are therefore immediate priorities for Commonwealth funding. Other components of the Green Triangle project include upgraded rail lines for mineral sands freight, and upgrades to the Warrnambool rail line to address existing bottlenecks, thereby optimising dairy, meat, timber and other commodity exports to ports.

2. Regional Broadband - VicFibreLINKS VicFibreLINKS provides competitive backhaul communications infrastructure to strategic locations in regional Victoria. The initiative will lower costs and increase diversity of telecommunications service off erings, improving regional productivity, output, employment and human capital. Ten routes have been chosen along which fi bre optic infrastructure can be deployed where Telstra is currently the sole service provider. The Victorian Government has already committed to funding two of the 10 routes and will begin procurement in Q2 2009. The VicFibreLINKS project is therefore an immediate priority for Commonwealth funding.

3. Geelong Urban Growth Package The project involves the provision of new transport infrastructure to service new population centres at Armstrong Creek and Surf Coast, south of Geelong. Included are public transport extensions; a new station and new services and connecting buses. The Geelong Urban Growth Package is therefore a medium-term priority for Commonwealth funding.

4. Gippsland Coal Industries The project involves planning studies to clarify priorities for the provision of initial infrastructure to facilitate exports of new coal-derivative industries likely to come on-stream from about 2015. It also involves the upgrade of Gippsland rail freight lines to address existing bottlenecks to optimise dairy, timber and other commodity exports to ports. The Gippsland Coal Industries project is therefore a long-term priority for Commonwealth funding.

Victoria’s Project Prioritisation Submission to Infrastructure Australia 23 Green Triangle LEGEND Railway (Active)

BORDERTOWNBORDERTOWNBORDERTOWN BORDERTOWNBORDERTOWN NHILLNHILL Railway (Inactive) WWEEESSSTTT NHILLNHILL EEESSSTTTEEERRRNNN DIMBOOLADIMBOOLA RRR III IIDIDD DDD Possible Railway Re-opening OOO S.A.CCC VIC HHH Mt Gambier to Penola HORSHAMHORSHAM HHH HORSHAMHORSHAM HHH III YYY IGIGIG AAAYYY GGG WWAAA HHH HHHWW HHH IIGIGIGGHHH Mt Gambier to Heywood WWW HHHIIGI HHH WWW HHH HHHIII AAA IIGIGG AAA GGGHHH YYY HHH YYY WWW AAA AAA RRRAAA AAAYYY EEERRR YYY NARACOORTE MMM NARACOORTENARACOORTE IIMIMM WWIII

WW Y Y Y

Y Y Y

A A A PPP A A A PPP A A A PPP RRR RRR W W W STAWELL W W W STAWELLSTAWELL RRR W W W STAWELLSTAWELL I I I I I I H H H INININC H H H NCNCNC H H H NCNN

G G G

CC G G G

I I I

G G G

CC I I I

I I I EEE

EEE H H H

H H H SSS SSS SSS

Y Y Y

T T T

N N N

N N N HHH N N N

HHH E E E

E E E ARARAT IIGIGG ARARATARARAT IIGIGG H H H ARARATARARAT GGG H H H HHH H H H WWW AAA PENOLA YYY PENOLAPENOLA

YYY AAAYYY WWAAA HHHWW IIGIGGH MILLICENTMILLICENT HHHIII GGG LLLGGG NENNEEE EEENNENN LLLEEE GGG HAMILTONHAMILTON

HHHAAA PPPRRR AAAMM RRRIININN MMIILILLTTT MOUNT GAMBIER NNNCCCEEE LLLTTTOOO MOUNTMOUNT GAMBIERGAMBIER EEESSS YYY YYY OOONNN MOUNTMOUNT GAMBIERGAMBIER SSS TTTYYY YYY TTT AAA HHHIII NN AAA IIGIGG NNN GGGHHH EEEN WWW HHHWW ENEEENE WWW WWAAA HHH HH AAAYYY HHH HH YYY IGHIIGG IIGIGGH HHH HHH MORTLAKEMORTLAKE HEYWOODHEYWOOD HHH HHHIIGIGHHH HHHWWAAA AAAYYY

PORTLANDPORTLAND WARRNAMBOOLWARRNAMBOOL

PORTPORT CAMPBELLCAMPBELL CAMPBELL

Southern Ocean

02040 km

Sydney SA NSW

Adelaide Canberra

ACT

VIC

Melbourne

24 Packages Packages New Armstrong Creek Development Precinct

MelbourneMelbourneMelbourne

Werribee

Port Phillip

Geelong NORTH 0 10 20 km

Queenscliff

New Armstrong Creek Rosebud Development Precinct

VicFibreLINKS

Victoria’sVictoria’s Project Project Prioritisation Prioritisation Submission Submission to to Infrastructure Infrastructure Australia Australia 25 MELBOURNE ORBITAL PACKAGE

PROJECTS

1. Peninsula Link The Peninsula Link is the fi rst of two “gaps” in Melbourne’s existing orbital road network that will need to be closed in the coming decade. Victoria regards this $700 million-plus investment as a high priority and, subject to a Commonwealth-State funding agreement, wishes to see work commence on it once the EES process is successfully complete. The project involves a new 25km freeway link connecting EastLink at Carrum Downs to the Mornington Peninsula Freeway at Mt Martha to complete the freeway network along the Mornington Peninsula. It enables the revitalisation of Frankston by diverting through traffi c and improves the access to the major tourist areas on the Mornington Peninsula. The project addresses the chronic congestion in the Frankston area and along the Moorooduc Highway as well as improving safety for local access along the existing arterial network. Construction could commence in 2009. The Peninsula Link project is therefore an immediate priority for Commonwealth funding.

2. Separating Road and Rail lines Rail-road traffi c congestion and related safety work at level crossings in metropolitan Melbourne is becoming increasingly problematic as rail services become more frequent in response to rising train patronage. Victoria has prioritised projects for joint funding with the Commonwealth at strategic locations in growth corridors and industrial precincts. These projects would bring immediate benefi ts to cross-town freight movements that are impacted by urban congestion. By eliminating the large traffi c delays and high closure periods at locations on major arterials, they would pave the way for substantial increases in peak rail services to deal with increasing rail patronage overcrowding problems. The Separating Road and Rail lines project is therefore an immediate priority for Commonwealth funding.

3. North East Link By providing a new crossing of the Yarra River, this project would signifi cantly improve access between the northern and eastern regions of Melbourne. This connection is particularly important for access to the existing and future freight terminals in the north, industrial areas in the south-east, Melbourne Airport and the Port of Hastings. The project underpins the strategy to distribute freight operations from the Port of Melbourne to key outer suburban freight terminals (the Metropolitan Freight Terminal Network including the proposed Donnybrook/Beveridge Interstate Freight Terminal. It is expected the road will be built as a tunnel between the Lower Plenty Road and the Eastern Freeway to protect the amenity of existing urban areas and to minimise the environmental impact on the Banyule Flats and Yarra River. The North East Link is the second “gap” in Melbourne’s existing orbital road network that requires “closing” in the medium to long term. This project – a six-lane freeway linking the Metropolitan Ring Road at Greensborough to the Eastern Freeway at Bulleen – is likely to cost up to $6 billion, subject to fi nal design and timing. The project’s timing and implementation will be determined in the light of further analysis, community consultation and discussions with the Commonwealth. The North East Link project is therefore a medium-term priority for Commonwealth funding.

26 Packages North East Link, Peninsula Link

M DiggersDiggers RestRest E LEGEND DiggersDiggers RestRest RoxburghRoxburgh ParkPark HurstbridgeHurstbridge

EppingEpping Freeway/Tollway C A LD UpfieldUpfield E UpfieldUpfield

R F

F W W Y Y Deer Park Bypass under construction WatergardensWatergardens

D W R ES Major road TE RN F RockbankRockbank WY G LilydaleLilydaleLilydale IN LilydaleLilydaleLilydale R Railway Y W H

N H R A E D North East Link DeerDeer ParkPark T N DeerDeer ParkPark O S O E R A W MELBOURNEMELBOURNE M Peninsula Link

Urban area WilliamstownWilliamstown

WerribeeWerribee L WerribeeWerribee T

Y A FW E S CE M RIN O P N BelgraveBelgrave A BelgraveBelgrave S H

N E P E SandringhamSandringham A SandringhamSandringham N

H W Port Y DandenongDandenong Phillip DandenongDandenong FW Y

N I

CranbourneCranbourne 0 10 km

FrankstonFrankston Y FrankstonFrankston W

Y E W H W N A MorningtonMornington E MorningtonMornington P E N

Y W F . IN N E P N O T G IN N R HastingsHastings O HastingsHastings M

Victoria’s Project Prioritisation Submission to Infrastructure Australia 27 7. LINKAGES TABLE

As Victoria’s Infrastructure Australia priority projects are part of an integrated plan (the forthcoming Victorian Transport Plan) there are strong linkages between and across projects. These linkages are most notable within each of the defi ned packages due to their strategic network proximity. Network and supply chain effi ciency, as well as congestion and greenhouse benefi ts, will be accrued through the development of the nation-building projects in the packages contained in this submission.

Project Linkages Regional Rail Link Southern Cross Platforms Melbourne Metro (Stage 1) RailMelton Upgrade Bridge Gate West – Geelong Alternative Port Road to Action Plan – Truck Stage 1 of Melbourne Port

Regional Rail Link – Southern Cross Station Platforms 15 & 16 H – Melbourne Metro (Stage 1) HH– Melton Rail Upgrade HHH–

West Gate Bridge Alternative – Geelong Road to Port SNSS– Truck Action Plan – Stage 1 M N M MH –

Port of Melbourne International Freight Terminal M N M S HH–H Port of Hastings Development NNNNS SH Donnybrook/Beveridge Interstate Freight Terminal NNSNHMH

Green Triangle NNNNMMH Gippsland Coal Industries NNNNS SN Geelong Urban Growth Package H S H S M SS Separating Road and Rail lines NNNNNNN

North East Link NNNNS SM Peninsula Link NNNNS SM Separating Road and Rail lines SSSSSNS

KEY H: Highly Linked M: Moderately Linked S: Slightly Linked N: Neutral/Not Linked

28 Port of Hastings Port Donnybrook/Beveridge Freight Interstate Terminal Triangle Green Gippsland Coal Industries Geelong Growth Package Regional Broadband North East Link Link Peninsula Road Separating and Rail lines

H – S –

NN– H SN– NNNN– NNNNH –

MH SSNN– HMN H NNH – M M NSNNHH–

Victoria’s Project Prioritisation Submission to Infrastructure Australia 29 8. INDICATIVE CONSTRUCTION SEQUENCING

9/10 10/11 11/12 12/13 13/14 14/15 15/16 16/17 17/18 18/19 19/20 20/21 Regional Rail Link Southern Cross Platforms 15 & 16 Peninsula Link Green Triangle Truck Action Plan – Stage 1 Regional Broadband - VicFibreLINKS

Separating Road and Rail lines

Melbourne Metro (Stage 1) Donnybrook/Beveridge Interstate Freight Terminal Port of Melbourne International Freight Terminal Port of Hastings Development North East Link West Gate Bridge Alternative – Geelong Road to Port Geelong Urban Growth Package

Melton Rail Upgrade Gippsland Coal Industries

KEY

Immediate priorities

Medium-term priorities

Long-term priorties

Program contingency

Planning/early start

30 Victoria’s Project Prioritisation Submission to Infrastructure Australia 31

DOT/3831/08