Page 7 of 185 Attachment 1 Agenda Item 5.1 Planning Committee 1 August 2006
City of Melbourne
Transport Strategy 2020: Moving People & Freight
July 2006
Page 8 of 185
TABLE OF CONTENTS
FOREWORD ...... 3
1. INTRODUCTION...... 5
VISION FOR AN INTEGRATED AND SUSTAINABLE TRANSPORT SYSTEM ...... 5 WHY DO WE NEED AN INTEGRATED AND SUSTAINABLE TRANSPORT SYSTEM?...... 6 THE AREAS FOR ACTION...... 10 IMPLEMENTATION ...... 11 THE POLICY CONTEXT...... 12 2. GETTING TO THE CITY ...... 15
WHAT WE WANT FOR 2020: OUR VISION OF A SUSTAINABLE AND INTEGRATED TRANSPORT NETWORK...... 15 METROPOLITAN VEHICLE ACCESS ...... 31 REGIONAL, INTERSTATE AND INTERNATIONAL CONNECTIONS...... 40
MOVING PEOPLE...... 43
3. GETTING AROUND THE CITY...... 44
WHAT WE WANT FOR 2020: OUR VISION OF A SUSTAINABLE AND INTEGRATED TRANSPORT NETWORK...... 44 WALKING...... 45 CYCLING...... 52 IMPROVING TRAM AND BUS SERVICES...... 58 VEHICLE ACCESS AND PARKING...... 63 BOAT...... 67 INTEGRATING LAND USE PLANNING AND TRANSPORT ...... 67
4. FREIGHT AND COMMERCIAL TRAVEL ...... 71
WHAT WE WANT FOR 2020: OUR VISION OF A SUSTAINABLE AND INTEGRATED TRANSPORT NETWORK...... 71 FUTURE GROWTH OF FREIGHT ...... 71
MOVING FREIGHT...... 80
SUMMARY OF POLICIES ...... 81
7. SUMMARY OF SHORT TERM ACTIONS...... 88
APPENDIX 1: ...... 93
FUTURE METROPOLITAN PUBLIC TRANSPORT OPTIONS...... 93
APPENDIX 2: DEVELOPMENT OF THE STRATEGY ...... 96
GLOSSARY ...... 98
Page 9 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Foreword
In 2006, the City of Melbourne is experiencing what can best be described as a renaissance.
Since 1992 the number of residents has grown from 32,000 to 60,000 and another 50,000 are expected over the next 15 years. As remarkable as this is, these numbers are dwarfed by the number of visitors that the City welcomes every day and night to work, study, shop, dine, enjoy, access services, transact business and deliver goods.
The number of weekday visitors to the City of Melbourne has grown from 500,000 in the mid-1990s to approximately 640,000 and, based on planned development, is likely to attract one million people every weekday within a decade.
The movement of freight across the metropolitan area is growing at 3.5 per cent per annum and the City of Melbourne is the freight hub of south-eastern Australia. The Port of Melbourne is Australia’s biggest and busiest container and general cargo port and is critical to Victoria’s food and manufacturing industries as well as the financial and business services that support them. Freight movement through the Port of Melbourne has grown by an average 7.3 per cent per annum for the last decade and will continue to grow.
This is the growth that Victorians have asked and planned for over the last 30 years. The City of Melbourne is now both a great place for people and an economic powerhouse. We must make sure these attributes are sustainable and the growth potential is achieved without destroying the liveability that makes Melbourne special.
How will all these extra people and goods get to, or through, the City in the future?
The City of Melbourne has over 65,000 car parking spaces, more than any other city centre in Australia. But personal car travel is stretching the peak-time capacity of city and arterial roads and costs are rising. More options for personal travel and freight movement will be needed in the future for a sustainable and thriving Melbourne.
3 Page 10 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
In 2006, the Victorian Government committed $10.5 billion over the next 10 years to upgrade the metropolitan transport network, especially in public transport. Transport Strategy 2020: Moving People & Freight seeks to maximise the benefit to the city from those improvements and suggests some further future extensions that should be planned for.
By 2020, most additional trips to and from the City should be undertaken by public transport, so that more room can be made in the City for people and the utility of the road network preserved for users who must use it.
Implementation of this Strategy, in conjunction with the actions of the Victorian Government, will enable by 2020: more people to use public transport to commute to the City; more people to access the City at off-peak times by either car or public transport for short periods to shop or transact business; more people to enjoy walking, cycling or public transport as a way of getting around the City; more use of the road network for freight to service the City’s needs and for export; and, a more sustainable environment.
The City of Melbourne’s Transport Strategy 2020: Moving People & Freight is about delivering the future that Victorians want for their capital city: a vibrant business and community centre that is accessible to all.
4 Page 11 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
1. Introduction
Vision for an Integrated and Sustainable Transport System
The City of Melbourne’s vision is for a transport network which is convenient, equitable and sustainable, ensuring a thriving and sustainable City, and which meets the diverse needs of our residents, workers, tourists, visitors and businesses.
This vision can be achieved by:
· Improving the pedestrian environment and linkages;
· Improving connections to public transport;
· Improving opportunities for cycling;
· Prioritising public transport;
· Dynamically managing the provision of on-street parking and access to short-term parking;
· Integrating transport and land use planning;
· Encouraging investment in public transport;
· Increasing the efficiency of freight operations and commercial movement by managing road congestion;
· Addressing road congestion by prioritising space efficient transport modes; and
· Informing people about their travel choices.
The policies and actions outlined in this Strategy are the result of extensive consultation and collaboration with local, State and Federal agencies and other stakeholders including residents, business and noted academics. They also complement and build on the recently released Victorian Government’s Transport and Liveability Statement, Meeting Our Transport Challenges. This
5 Page 12 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Strategy shows how Federal, State and local Government policy, commitment and action can ensure that Council’s vision for a truly integrated and sustainable transport system is achievable. The City of Melbourne will work with Federal and State Governments, other Councils (including other Capital Cities) and key advocacy groups to progress the actions, options and policies highlighted by this Strategy.
On-street Tram Priority & Car parks Operations Road Capacity
Pedestrians Bus Priority & Train Capacity & Cycling Operations Amenity
Local Government State and Federal
Figure 1: Transport Responsibilities
Why do we need an Integrated and Sustainable Transport System?
As Victoria’s capital city and its primary business and activity destination, the City of Melbourne is heavily dependent on Melbourne’s transport network. The Port of Melbourne and the inner Melbourne region’s arterial road, rail and public transport network constitute a transport system with existing strengths.
The redevelopment of Spencer Street Station (now Southern Cross Station), improved links to the Docklands and the introduction of tram superstops
6 Page 13 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
have benefited inner Melbourne. However, as more people walk, cycle and catch public transport to and within the City, and as the demands for goods and services within the City grows, there will be a greater need for a more efficient, and responsive transport system that truly meets these future needs. The City of Melbourne needs a highly integrated and sustainable transport network for the following reasons:
Business Attraction and Retention
The efficient operation of business is critical for the ongoing economic viability of the City. Personal travel behavior, which favors non car-based transport, will allow more efficient freight operations on existing road space. Business and retailers will benefit from more people walking, cycling and catching public transport as these modes deliver more people to the City.
Sustainable, Equitable and Convenient Personal Access
If individuals are committed to sustainable public transport, local communities will be strengthened, with resulting benefits for health, the environment and business.
Approximately 18 per cent of the Victorian population has some form of disability and with an ageing population ease of access is important to us all. The City of Melbourne maintains a program of works to ensure access for all abilities to its spaces and places, including progressively improving access to public transport stops.
To Meet the Growth Challenge
Melbourne 2030, the Victorian Government’s action plan for sustainable metropolitan growth, projects there will be one million more people living in metropolitan Melbourne by 2030, with the main growth areas being inner Melbourne and the western and northern suburbs. The City of Melbourne is currently home to over 60,000 residents, with another 50,000 expected over the next 15 years. The number of weekday visitors to the City is expected to increase from approximately 640,000 in 2006 to one million per day by 2014.
7 Page 14 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Residents 61,600 Regional Interstate Victoria 24,100 38,000
International Metropolitan 40,900 480,000
Figure 2: Daily visitations to the City in 2006.
It will be critical to further improve the effectiveness and efficiency of the transport network serving the City and the broader metropolitan area to meet the challenges of future growth, as well as meeting the public transport and freight movement targets of Melbourne 2030, which aims to have 20 per cent of motorised trips on public transport by 2020 across metropolitan Melbourne.
Figures 3 & 4 and Table 1 illustrate the shifting growth areas of metropolitan Melbourne; the expected shift from the south-eastern municipalities of Casey and Cardinia to the outer north and western areas of Whittlesea, Wyndham, Melton and Hume. These areas will account for 30 to 40 per cent of total metropolitan growth over the next 25 years. The bulk of the remaining growth will be absorbed in the inner Melbourne region.
Figure 3: Metropolitan growth areas 8 Page 15 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
25%
20%
15%
21% 10% 17%
12% 5% 8% 7% 4% 0% Inner Eastern Southern Northern Western Regional Melb. Melb. Melb. Melb. Melb. Victoria
Figure 4: Forecast Changes in Population (2005- 2015)
High Growth Population: Increase: municipalities: 2001 2011 2001-2011 (per cent)
Melton 52,800 97,800 85
Cardinia 47,000 78,500 67
Wyndham 87,100 142,700 64
Casey 181,500 236,400 30
Hume 136,000 161,400 19
Whittlesea 118,000 142,000 20
Table 1: Population projections1
1 Department of Infrastructure 2004
9 Page 16 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Managing Capacity and Balancing Priorities
Only mechanised modes of transport, such as cars, trains, trams or buses can manage the distances travelled by most City users, and suitable infrastructure must be provided for this growth in the north and west of Melbourne. Melbourne’s existing transport network is under significant pressure. At peak times, much of the arterial road system is congested, the rail system is struggling to meet demand and the tram network is crowded, with its efficient operation further hampered by commuter traffic. Overcrowding of the road and rail systems also restricts freight movement which uses the same basic infrastructure.
At the same time, there is no doubt that private vehicles provide a degree of individual mobility and access second to none. However, the impact of greenhouse emissions, congestion, petrol prices and predicted oil shortages can no longer be ignored – nor can calls from the health sector to build greater opportunities for physical activity into mobility networks to reduce obesity and other diseases of inactivity.
The Areas for Action
The Strategy has been divided into three main parts, with corresponding policy statements and short term actions outlined in each part which set out how the vision can be achieved.
Part 1. Getting to the City This part focuses on movement (particularly public transport) in the broader metropolitan area and how certain actions are instrumental to removing barriers to accessing the City of Melbourne.
Part 2. Getting around the City This part focuses on movement (walking, cycling as well as car, boat and public transport based movement) in the City of Melbourne.
10 Page 17 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Part 3. Freight and Commercial Travel This part focuses mainly on the significance of freight to the City of Melbourne and canvasses options to remove barriers to its movement within the metropolitan area.
While local government can influence some areas of transport, such as planning and urban design, and parking and traffic management on local roads, there are other areas which fall outside Council’s influence. In these instances, Council can still be active in promoting dialogue with other agencies that have more influence, and through partnerships, agreements and co-operation.
Implementation
The short term actions identified in each part of this Strategy are just some of the capital works projects, programs and services that will be undertaken by the City of Melbourne in implementing the policy statements in this Strategy over the next five years.
Each year, additional short, medium and long term actions will be developed by Council in partnership with our diverse stakeholders, including the Victorian Government, to further progress the priorities of the Strategy. The actions for which Council is responsible will be funded by a combination of the normal Council budgetary process, Victorian Government and other agency grants, and funds allocated to Council from the Victorian Government’s Long Stay Parking Levy.
Council has determined this Strategy will provide the basis for prioritising expenditure of funds it receives from the Long Stay Parking Levy. Such expenditure will be publicly reported annually.
11 Page 18 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
The Policy Context
This Strategy is consistent with Council’s pre-eminent planning strategy, City Plan 2010, and with the Victorian Government’s Melbourne 2030 strategy, the Linking Melbourne: Metropolitan Transport Plan and the Transport and Liveability Statement, Meeting Our Transport Challenges.
Other strategies and policies of Federal, State and local Government (both City of Melbourne and other municipalities) have also influenced the development of this Strategy. These are summarised below.
Federal Policy
National Strategy for Ecologically Sustainable Development (1992) National Greenhouse Strategy (1998) Integrated National Strategy for Lowering Emissions from Urban Traffic (2000) The National Bicycle Strategy (1999–2004) The National Road Safety Strategy 2001–2010 Roads to Recovery, Department of Transport and Regional Services Auslink
State Policy
Melbourne 2030 Metropolitan Transport Plan (2004) Transport and Liveability Statement: Meeting Our Transport Challenges (2006) Growing Victoria Together (2001) Department of Infrastructure (DoI) Corporate Plan 2002–2005 Linking Victoria Victoria’s Greenhouse Strategy ArriveAlive! Principle Bicycle Network The Metropolitan Trail Network
12 Page 19 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
State Planning Policy Framework
City of Melbourne Policy
Council Plan 2005-2009 City Plan 2010 Inner Melbourne Action Plan, IMAP (Councils of Melbourne, Port Phillip, Stonnington and Yarra and VicUrban/Docklands) 2006 Transport Program 2003-2006 Zero Net Emissions Bike Plan Draft Urban Design Strategy
Neighbouring Municipalities
City of Moreland - Moreland Integrated Transport Strategy Hobsons Bay, Moonee Valley, Yarra City and Stonnington City Council- integrated transport plans underway City of Port Phillip - Integrated Transport Strategy (1998) Going Places - The Darebin Integrated Travel Plan (ITP) City of Maribyrnong - Outer West Transport Study, Inner West Transport Strategy, Moving Forward: Maribyrnong Integrated Transport Strategy.
13 Page 20 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
The Inner Melbourne Action Plan (IMAP)
The Inner Melbourne Action Plan (IMAP) was developed collaboratively by the Cities of Melbourne, Port Phillip, Yarra and Stonnington and VicUrban (Docklands). IMAP addresses what needs to be done to strengthen the liveability, attractiveness and prosperity of the Inner Region. The Action Plan also responds to the demands of Melbourne 2030, the State Government's blueprint for managing sustainable growth and change across metropolitan Melbourne. The four municipalities have formed a joint statutory committee to oversee its implementation. The Inner Melbourne Action Plan was adopted by member councils in December 2005 and will guide a collaborative and consistent approach to the future growth, development and enhancement of inner Melbourne. It will reinforce vital capital city functions across the Region and capitalise on the role the area plays in Melbourne's ranking as a highly creative city, through further developing regional economic capacity and sustaining a diverse community. IMAP aims to "Make Melbourne More Liveable" within the next five to 10 years by implementing a series of strategies and actions that include: linking and improving transport routes; minimising traffic congestion and increasing public transport use; supporting planned residential growth and housing choice; developing the distinctive activity centres, business investment and tourism; and linking regional open space. A significant part of IMAP relates to the transport network. The City of Melbourne’s Transport Strategy 2020: Moving People and Freight incorporates the relevant maps contained in IMAP to ensure consistency and to acknowledge the City of Melbourne is part of a diverse and dynamic Inner Melbourne Region.
See www.melbourne.vic.gov.au for further information on IMAP.
14 Page 21 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
2. Getting to the City
Improving transport services to the City of Melbourne from the metropolitan area and beyond is important for the social and economic development of the City and Victoria, and Melbourne’s role as a thriving centre of employment, culture, sport, retail and recreation.
About 85 per cent of Victorians live within two hours of Melbourne’s CBD, with most of the City’s daytime population coming from metropolitan Melbourne. The importance of the train network increases with distance from the City, while tram services are important for access from inner Melbourne areas. However, most of the outer metropolitan area is serviced only by buses that operate infrequently and for limited hours.
What we want for 2020: Our Vision of a Sustainable and Integrated Transport Network
Expanded train, tram and bus services that provide all of the metropolitan community with genuine choice for personal travel to the city and allow greater road use for efficient freight movement.
Trends in Getting to the City
The City of Melbourne attracts visitors from the wider metropolitan area for a variety of purposes. In the peak morning period, commuters dominate arrivals in the CBD, with the majority coming by train, followed by private car drivers, tram users and walkers respectively. Overall, twice as many people arrive by public transport than by car (most car trips are single occupancy).
After 9.30 am, most trips within the City are made on foot and account for almost 80 per cent of trips during the lunch hour peak.
15 Page 22 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
While the use of private cars to reach the CBD has decreased in recent years, and use of public transport has increased (from 36 per cent in 19992, to 45 per cent in 20023, to 67 percent in mid 20064) there is still much more that can be done.
Figure 5 illustrates the Public Transport increasing number of Private Car trips to the Inner Melbourne region and how the growth may be met by increasing public transport and accommodating more road freight, and 1999 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 services delivery.
Figure 5: Inner Melbourne Mode Share
Transport strategies must also address the needs of new land use developments, such as the Docklands, Parkville, and the University and Hospital precinct, which have reshaped central Melbourne.
Metropolitan Public Transport
The City of Melbourne needs a sustainable and highly integrated public transport system that meets the needs of the City and its people. One of the key platforms of the Victorian Government’s metropolitan planning strategy, Melbourne 2030, is the promotion of public transport.
2 Victorian Activity and Travel Surveys
3 Department of Infrastructure, 2004 4 Department of Infrastructure and Metlink, May 2006.
16 Page 23 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Figure 6: Intended Metropolitan Mode Share growth
With rising fuel prices and parking costs in 2005, patronage of public transport has already started to grow. Train patronage grew 6.5 per cent in 2005 and the Doncaster Park and Ride (Eastern Freeway Bus service) validations grew by seven per cent in 20055. This is putting parts of Melbourne's existing rail, tram and bus infrastructure under pressure by overcrowding and reducing the performance of the system.
The convenience, flexibility, safety and reliability of public transport must be competitive if more commuters and visitors are to be convinced to leave their cars at home. Improved signalling and ticketing systems are needed, together with new infrastructure (particularly rail, with its capacity to absorb road traffic growth). Victorian Government funding for specific initiatives has had a major boost in 2006 with the release of the Transport and Liveability Statement: Meeting Our Transport Challenges. The Statement commits Victorian Government spending of $10.5 billion over 10 years, with two thirds of this spending dedicated to public transport. It is entirely consistent with the City
5 Department of Infrastructure, 2006
17 Page 24 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
of Melbourne’s Transport Strategy and provides a solid renovation of the existing transport network.
Greater uses of orbital buses to support rail, and investment in rail itself, have been put back on the agenda as part of Melbourne’s future transport network. With its strong funding base for infrastructure upgrades and detailed investment in fixed rail, the Victorian Government Statement will be supported by the City of Melbourne. In addition, the City will advocate for further short, medium and longer term public transport extension projects, as outlined in ensuing sections.
18 Page 25 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Transport and Liveability Statement: Meeting Our Transport Challenges Key Projects of particular relevance to the City of Melbourne are detailed below. Train Control and Communications:
This is an operational upgrade which will increase the train network’s capacity, improve its safety and security, and improve service coordination. The customer interface will occur from 2006. Rail Capacity Improvements:
Significant capacity improvments valued at over one billion dollars will be carried out from 2006. Of particular note are the following projects:
· An upgrade of signalling for the City Loop and Inner Core;
· Flinders Street, Richmond and North Melbourne Stations will be upgraded; and
· A third track is proposed for the Dandenong/Caulfield Rail Corridor and significant improvements (including third tracks in some areas) will be made to lines serving Footscray, Sunshine, Altona and Newport to the west and and to lines serving the northern suburbs of Melbourne. Additional Train and Tram Services:
19 Page 26 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Transport and Liveability Statement: Meeting Our Transport Challenges (cont.) Doncaster Bus Upgrade:
The Doncaster corridor is a major source of commuter travel to the City of Melbourne; unlike many of the other bus investments (which are for radial corridors) this service focuses on buses for commuting into central Melbourne. This project will significantly improve services between the central city and the suburbs of Doncaster, Templestowe, Donvale and Warrandyte. Improved traffic priority for trams and buses: The Victorian Government has announced the extension of the ‘Think Tram’ project. This project also provides funding towards tram operations along St Kilda Road (due to commence from 2007-2008) which will integrate with Council’s proposed ‘Boulevard Strategy’ and support the strategies of the Inner Melbourne Action Plan. Better Taxi Services:
A package of measures to address the Taxi industry has been outlined to improve the availability and reliability of taxis and to support access for all abilities. Free Travel for Seniors on Sundays:
Free travel on Sundays will be available within metropolitan Melbourne and within major regional centres Monash-West Gate corridor:
This project aims to get the best possible performance out of the existing corridor through a range of treatments, including widening the West Gate Freeway between the CityLink Tunnels and the Bolte Bridge and changing traffic flows on the West Gate Bridge during peak periods. The West Gate Bridge will also be strengthened.
20 Page 27 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Transport and Liveability Statement: Meeting Our Transport Challenges (cont.)
East –West Link: The Victorian Government will commence a needs study of the east-west corridor and develop options to address future
demand along the corridor. This is intended to provide a comprehensive basis for future planning of alternatives to the Monash – West Gate route. A further discussion on this
proposal is contained in Part 3 of this Strategy.
Other projects:
· The Victorian Government will also conduct a comprehensive review of transport legislation with the aim of developing a co-ordinated legislative framework to support Victoria’s transport needs.
· The Victorian Government has announced the propsosed appointment of a Co-ordinator General of Infrastructure, to improve whole-of-government coordination of transport and land use planning and policy (bridging between DoI, DSE and VicRoads).
· SmartBus Expansion: Cross town and local services
through metropolitan Melbourne are detailed in the Statement. This service will provide public transport access to the growing number of people who travel
across town and between the suburbs. SmartBus will also link with the rail network to create a grid of radial, arterial and orbital routes within and between suburbs
and across the city.
21 Page 28 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Issues for Action
The key to good public transport is service quality (i.e. frequency of service, speed of travel, ease of interchange and a fair expectation of comfort and safety), integrated timetabling and route planning, responsiveness to customer needs, better vehicles and infrastructure extensions. Rail Network
The rail system is by far the most significant public transport mode for accessing the City, with 15 routes, approximately 12,000 passenger train services a week and 207 railway stations. With rising fuel and parking costs, parts of the network are struggling due to track and signalling issues and operating at or near capacity. Significant ongoing investment in the network is required. The Victorian Government’s Transport and Liveability Statement: Meeting Our Transport Challenges Statement is a significant investment towards renovating the existing system; a renovation that is necessary before extensions to the network can be realised. Extensions to developing outer suburbs and to parts of the metropolitan area that, in 2006, do not have access to the City of Melbourne by rail will be required to meet the objectives of this Strategy. Appendix 1 describes what a fully networked metropolis might look like in future.
Policy:
· Council supports the objectives and projects outlined in the Victorian Government’s Transport and Liveability Statement: Meeting Our Transport Challenges. · Council recommends the Victorian Government establish a high capacity, fixed rail service to link the Doncaster/Donvale area (the most substantial Melbourne catchment) to the City as soon as possible. · Council recommends the Victorian Government plan for rail extensions and associated infrastructure in the following corridors: from Sunshine to Melton, Sydenham to Sunbury, Upfield to
22 Page 29 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Roxburgh Park, Epping to Auroara and Mernda, Cranbourne to East Cranbourne, Frankston to Mornington, Broadmeadows to Craigieburn, CBD to Melbourne Airport, and Huntingdale to Rowville (including Monash University). · Council recommends the Victorian Government plan for construction of new rail tunnels to increase the capacity of the City Loop and to serve the wider city – including Carlton, Parkville and St Kilda Road. (See page 43) · Council recommends that the Victorian Government develop Park and Ride facilities at major transport nodes in the outer metropolitan region. · Council will partner with transport providers and Victorian Government agencies to improve amenity, safety and access around transport stops and stations.
Short Term Action:
· Identify and actively advocate for extensions and new lines to the fixed rail system to improve access to the city and outer metropolitan suburbs. 2006- 2020
Tram Network
Melbourne’s iconic tram network is the fastest growing means of CBD access. As well as being one of the world’s biggest tram networks (31 routes providing nearly 34,000 services a week) it is noteworthy for being the largest network to share mixed road space. The Victorian Government’s ongoing funding for the ‘Think Tram’ program is intended to protect trams from the impacts of increasing traffic congestion so that they can operate effectively and to ensure the current growth in tram travel is not stifled. This program will need close support and cooperation, particularly from Melbourne’s inner metropolitan Councils as outlined in the Inner Melbourne Action Plan.
23 Page 30 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Policy:
· Council supports the ‘Think Tram’ priority program (see p. 59) and will pursue other tram priority measures and ongoing improvements to tram services, particularly along key routes shown on Map 3. · Council supports the construction of tram superstops, with a strong preference for intersection stops where possible, and avoiding any further loss of tram stops in the Central City.
Short Term Actions:
· Work with the Victorian Government to develop an action plan for implementing the ‘Think Tram’ priority program and associated capital works, service and program improvements within the City of Melbourne. 2006-2011 · Work with the Victorian Government to facilitate the development of additional City of Melbourne locations for tram superstops, with a strong preference for intersection stops where possible, and the avoidance of further loss of tram stops in the central City. 2006-2011
Bus Network
In comparison to other Australian capital cities, the market share of Melbourne’s bus system in 2006 is relatively small. Much of the urban development that has occurred in Melbourne over the past 60 years is not serviced by trams and only a few train lines. However, Council does not regard buses as a sustainable long-term solution for commuter access to the City of Melbourne; rather, the bus network must be expanded to feed the metropolitan rail and tram services that link to the City. The development of orbital SmartBus services through the metropolitan area by 2012, announced in the Victorian Government’s Meeting our Transport Challenges Statement, will achieve this. However, there are gaps in the radial rail system to the City; in
24 Page 31 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
particular to the Doncaster/Donvale region and direct bus services will be required until such time that rail services extend in every direction.
Bus services in the City of Melbourne are now wholly operated by the private sector, contracted to the Department of Infrastructure. Council will work with bus operators, the Department of Infrastructure and the Bus Association Victoria to develop a bus network that meets the future needs of the City.
Improved running times may be possible by introducing ‘bus priority’ concepts, such as bus-only lanes along freeways and in the City along streets such as Lonsdale and Queen Streets. In the case of Lonsdale Street, the creation of a bus lane will have to be designed in such a way that it is compatible with improved pedestrian amenity in the area known as the Greek Precinct. Council and the Victorian Government are currently considering upgrading this area, together with other tourist precincts in the CBD. The Doncaster Area Rapid Transit (DART) project is an example where bus services along the corridor are expected to be upgraded to a level of service approaching that of rail.
340,350 250/1/3 30x,319 216/9 20x 220
232 546
New bus Lonsdale St turnaround 313/5/6 605> facility Queen St
Southern Cross 235/7/8 Bus interchange <605 B light turnaround for peak 232 services
216/9
220 250/1/3 • Simplified Network Proposed Bus lanes • Bus services focussed on streets with bus lanes – increasing efficiency • Fewer bus services on congested streets (eg Flinders, Russell, Exhibition) • Review infrequent routes 684 & 479 with view to reallocating resources to outer route sections. • Time saved in bus operations can be re-invested to boost services • Extend route 546 from Heidelberg Road and Melbourne University to Southern Cross Station
Figure 7: An Option for Simplifying and Prioritising Bus routes- the subject of further assessment by the Department of Infrastructure with Council.
25 Page 32 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Policy:
· Council recommends the Victorian Government further pursue tram and bus priority measures to increase frequency, punctuality and service improvements simultaneously. · Council supports the provision of improved bus services as a temporary measure to connect the City and outer suburbs until rail services are built. · Council recommends the Victorian Government accelerate the replacement of older buses with buses that use low emission fuels, or other alternative technologies.
Short Term Actions:
· With the Department of Infrastructure, assess the feasibility of reorganising bus routes in the CBD and providing dedicated road space, priority and superstops
on key routes such as Lonsdale and Queen Streets. 2006-2008 · Actively encourage Bus Association Victoria and bus operators to prioritise city buses for replacement with low emission vehicles 2006- 2020
Taxi Services
Taxis are a legitimate form of public transport, offering 24-hour service, door- to-door delivery, services for special needs, responsiveness to demand and flexibility in destination. Taxis also play a vital role in welcoming and guiding visitors to the City of Melbourne, as recognised in the Melbourne Taxi Tourism Ambassador Program, a joint initiative of Council and the Victorian Taxi Association.
Council allocates kerbside areas for taxi ranks at locations throughout the CBD to make it easier for people to find cabs and reduce the need for taxis to
26 Page 33 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
drive around looking for fares. Council also permits taxis to drive on Swanston Street, which is closed to other vehicles between 7 am and 7 pm.
Policy:
· Council supports the Victorian Government’s commitment to ‘Better Taxi Services’ and will work closely with the industry to acknowledge and value the role of taxis, and enhance their contribution to public transport.
Short Term Action:
· Work closely with the taxi industry, disability action groups and other stakeholders to improve the knowledge and service levels of operators and drivers. 2006-2020
Promoting Sustainable Transport Options
In order to increase public transport patronage, promoting the use and benefits of public transport is just as important as better services and infrastructure. People need to be kept informed of their public transport options – beyond simply making timetables available – and Council can play a vital role. Local and interstate projects have shown that personal interaction and individualised solutions are critical to the success of this kind of marketing. TravelSmart6 is a well established program encouraging and informing people of their transport choices particularly in relation to public transport, walking and cycling. Travel Plans contain a ‘tailor-made’ package of measures that employers can use to encourage staff (or students) to choose alternative means of transport. Measures include setting up car pools, providing bike facilities, offering staff the chance to work from home on some days or setting up video conferencing facilities to reduce the need for business travel. Other options include providing a bonus to employees who relinquish their car parking spaces.
6 http://www.travelsmart.vic.gov.au/
27 Page 34 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Policy:
· Council will sponsor and manage information programs to encourage use of sustainable transport choices, with workplaces, schools and communities. · Council will engage with businesses, educational institutions and the community to promote the spread of peak hour travel demand. · Council will promote the strategic and targeted use of free or discounted public transport tickets to influence personal travel behaviour. · Council will work with transport providers to better manage travel demand and to increase the attractiveness of short trips.
Short Term Actions: · Deliver direct marketing programs such as ‘TravelSmart’ across the City of Melbourne which actively promote public transport.
2006-2020 · Work with Metlink to actively promote public transport as the primary means to get to the City for events and work.
2006-2020 · Work with Metlink to explore the possibilities of promoting public transport via initiatives such as: o offering City residents discounted public
transport as an alternative to resident parking permits; o offering new City employers ‘green travel’ promotional packages (such as TravelSmart) that include information on public transport, free public transport tickets and other items; and
o working with City retailers to develop a ‘smart card’ loyalty scheme whereby shoppers are offered credits for discounted public transport in return for money spent in the City. 2006-2010
28 Page 35 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Accessing the City for Major Events
The City of Melbourne and the Victoria Government promote Melbourne as a city of international significance, with Council being involved in an annual calendar of more than 1000 civic, cultural, community and sporting events. Council’s promotional material about the City and its events contain information about travel choices. Council also plans and manages the public logistics of major events, including managing traffic and parking. Council will advocate for improvements in public transport for major events, and for improved pedestrian access to venues and public transport drop-off points. Council will also look at alternative solutions for event parking.
Policy:
· Council will work with public transport operators to ensure extended public transport services are provided and publicised for major events. · Council supports the use of combined tickets (event entry and public transport) to promote the use of public transport during major events. · Council will work with major event managers to better provide for and promote walking and cycling to major events.
Promoting City Access for Retail and Tourists Regional, interstate and international tourism and retail activity plays an important role in the economic prosperity and the vibrancy of the City; however public transport within the City could be made more convenient for shoppers and tourists and better suited to their needs.
Policy:
· Council will develop marketing campaigns and initiatives that encourage City access by sustainable transport.
Short Term Action:
· Develop a City Access promotional campaign – a collaborative multimedia campaign (involving operators of car parks, public transport and park-and-ride facilities) that highlights how easy it is to get to and around the City for shopping, entertainment, short-stay business and tourism. 2006-2011
29 Page 36 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Taxation and Road Pricing
As highlighted in the House of Representatives Sustainable Cities report7, car drivers are often unaware of the real cost of driving to the City as they (or their employers) pay major costs such as purchase, registration and insurance in lump sums, and only pay for parking and petrol out of pocket. When compared to public transport, car driving sometimes appears to be a cheaper option. However, these misconceptions need to be corrected by representing relative travel costs more realistically. Arguably there is also a role for the Federal Government to fund urban public transport in the national interest as stated in the Sustainable Cities report: Recommendations 6
The committee recommends that the Australian Government significantly boosts its funding commitment for public transport systems, particularly light and heavy rail, in the major cities.
Recommendation 7
The committee recommends that the Australian Government transport infrastructure funds include provision of funding specifically for sustainable public transport infrastructure for suburbs and developments on the outer fringes of our cities.
Policy:
· Council supports efforts to communicate the real cost of car ownership and driving to the wider community. · Council recommends Federal and Victorian Governments review taxation and charging policies, including fringe benefit tax, which distort the real costs of car driving and undermine the development of attractive salary packages that include subsidised public transport for workers. · Council recommends the Federal Government adopt the recommendations of the Sustainable Cities report, especially recommendations 6 and 7 with regard to public transport funding.
7 http://www.aph.gov.au/house/committee/environ/cities/report.htm
30 Page 37 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Metropolitan Vehicle Access
By strategic management of vehicle access, parking and pricing measures, and by promoting the use of sustainable and mass transit options, the City of Melbourne will create an environment that meets the current and future needs of the City’s residents, commuters, visitors and businesses.
Unless action is taken, expected growth throughout the municipality will lead to more people travelling by car on already crowded inner City streets. Added to this will be an increase in road traffic to support commercial activities (deliveries, construction, etc) that are almost totally reliant on the road system.
There is very little space for building surface roads in inner Melbourne without damaging the urban environment. People should be the priority for public space.
A balance also needs to be struck between essential access for commercial or private vehicles, and improving the quality of the urban environment (air, noise, safety and amenity).
The challenge now is to progressively reduce unnecessary car traffic (and the associated demand for car parking) and give priority to the use of road space for commercial access, energy and space efficient vehicles (such as motor cycles and scooters), walking, cycling and public transport. This will involve working closely with key stakeholders including local communities, Victorian Government agencies and public transport providers.
Issues for Action
Monitor Road Network Developments and Problem Spots
Arterial roads continue to deliver more traffic into the City even where there are already problems with local access. In 2006, two thirds of Eastern Freeway traffic is to and from the CBD, its southern surrounds and the inner northern suburbs. Key problem spots also include the Bolte Bridge (CityLink) interchange with the West Gate Freeway and the West Gate Bridge, which has serious capacity issues.
31
Page 38 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
A number of major new roads have been recently completed, are presently being built or have recently been committed to by the Victorian Government, including:
· the Eastlink Tollway – from Ringwood to Frankston;
· the Calder Freeway and Tullamarine (CityLink) interchange;
· the Craigieburn Bypass;
· the Western Freeway to Western Ring Road connection from Caroline Springs to Sunshine West; and
· The Eastern Freeway Extension.
In late 2006 the Victorian Government will commence a needs assessment of the east-west corridor and develop options to address future demand along the corridor.
With respect to the Eastern Freeway extension, especially when it connects to East Link, more traffic to Carlton and North Melbourne may be generated and it will exacerbate existing squeeze points such as Alexandra Parade and Hoddle Street. Both areas are heavily trafficked and abutting land uses are sensitive to further traffic increases, particularly truck movements. It is imperative that fixed rail services be provided to the Doncaster and Donvale region to cater for CBD commuters and to address the traffic impacts of this road extension.
Policy:
· Council will oppose any increase to the traffic capacity of Princes Street, Cemetery Road, MacArthur Road, Elliott Avenue and Racecourse Road. · Council supports the development of new transport infrastructure in the Northern Corridor to improve public transport access to the City and to materially improve existing conditions for local traffic on surface roads through ‘traffic calming’ measures. Should an east-west underground link be built, Council will require a substantial reduction of east-west surface traffic in Carlton and North Melbourne.
32
Page 39 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
· Council strongly supports Victorian and/or Federal Government funding for a fixed rail service to Doncaster/Donvale.
Short Term Actions: · Actively participate in the Victorian Government
assessment of the east-west corridor as outlined in the Victorian Government’s Transport and Liveability Statement Meeting Our Transport Challenges.
2006-2007 · Work with the Victorian Government and the City of Yarra on a management and capital works program to minimise the impacts of City-end traffic from the Eastern Freeway before East Link is completed in 2008. 2006-2008
Toll roads
The opening of the final component of CityLink in 2000 connected the south eastern and northern suburbs to the City, airport and docks and linked the Princes, Calder, Western and Hume Highways and the Western Ring Road. Since it began operating, CityLink has played an important role in the expansion of the Port of Melbourne, diverted traffic from the inner City and considerably reduced the number of freight vehicles passing through arterial and local roads within the City of Melbourne.
However, current CityLink toll pricing does not vary with the level of congestion or time of day. This limits the potential of toll roads to redistribute vehicle movements and reduce congestion on City access roads. Presently, many commercial drivers (whose companies pay the toll) use toll roads during peak hours, but during off-peak periods, there is a considerable increase in off-peak traffic volumes on parallel routes.
33
Page 40 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
The successful operation and integration of toll roads will be achieved by:
· adjoining councils having consistency in traffic management across municipal boundaries; · introducing measures to encourage through-traffic to use toll roads rather than City streets, particularly during off-peak times (for example by introducing differential tolls); and · introducing lower tolls (environmental and amenity subsidies) for commercial vehicles that regularly access the City so that the use of local surface roads is minimised.
Policy:
· Council will continue to discourage through traffic that detrimentally impacts on the attractiveness and economic competitiveness of the City. · Only when capacity issues on public transport have been addressed, will Council consider a London-style congestion levy or ‘City Access’ charge to moderate demand for private vehicle access to the Central City during peak periods.
Short Term Action:
· Initiate policy discussions with Victorian Government agencies and the operators of toll roads to introduce variable pricing mechanisms. 2006-2008
Parking demand
Parking is a key component of private motorised travel and a reflection of limited public transport services. In the Central City, demand for parking falls into four broad categories:
· those requiring all-day parking; · visitors on business or personal trips who generally wish to park for a shorter period of time; · shoppers, diners and entertainment patrons who typically want to stay for two to six hours; and
34
Page 41 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
· commercial vehicles requiring loading zones to set down or pick up goods.
Central City off-street parking supply
Around 95 per cent of Central City car spaces are provided off-street in undercover parking, managed either by Council or private operators. These are open to the public for fee-paying parking. (Parking spaces accessible only to private businesses or residents are considered private parking spaces.)
70000
60000
50000
40000 Commercial Private 30000 Total 20000 Number of Spaces 10000
0 1976 1982 1984 1990 1995 1997 2000 2002 2004
Figure 8 Supply of CBD parking 1976–2004
Over recent years the number of off-street parking spaces has increased significantly despite a restriction in the Melbourne Planning Scheme on the provision of commuter parking, giving Melbourne a higher proportion than in some comparable Australian, American, European and Asian cities.
Council’s parking policy aims to support economic activity in the CBD by ensuring there is a good supply of convenient short stay, off-street parking, which will provide parking for up to four hours for shopping, social, personal business and multipurpose trips.
35
Page 42 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Central City on-street parking supply
During weekdays, on-street parking provides premium spaces to service short visits of up to two hours, with time limits starting from 15 minutes. On- street parking in the CBD is less regulated at weekends to help increase the turnover of parking spaces and improve the attractiveness of the CBD for visitors.
Policy:
· Council will promote the use of CBD parking facilities on weekends. CBD parking policy
Parking policy is an integral component of transport planning. Carefully designed and implemented parking supply and pricing measures are among the simplest, most direct and feasible travel demand management measures Council can employ.
For over 20 years the Melbourne Planning Scheme has limited the number of car spaces that can be provided in any new development in the CBD, based on: · the (limited) capacity of inner City streets and roads to cater for large volumes of commuter traffic; · the strategic emphasis on the use of public transport; and · the need to reduce air and noise pollution from vehicular movements and to improve the quality of living in the inner City.
Consistent with City Plan 2010, Council has sought to encourage short-term car parking (and to discourage long-term parking, particularly commuter parking) as a means of boosting casual visits to the CBD. However, this has been a contentious issue for many years. Since the 1990s an extra 14,000 parking bays have been created and are mainly used by commuters. The parking industry’s current emphasis on commuter parking does not generally support Council’s objectives.
It is noted that on weekends, demand for car parking rises as a result of increased car use for travel to the Central City, however surveys of CBD car
36
Page 43 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
parks at this time show a large number of vacancies at weekends, given that workers are generally not utilising these car parks.
Policy:
· Council planning policy will continue to discourage long-term parking, particularly commuter parking, in the Central City and in all other activity centres. · Council planning policy will require less on-site parking for occupants from development sites with excellent access to public transport and in proximity to extensive cycle and walking routes. · Council encourages the conversion of long-term commuter parking into affordable short-stay parking.
Short Term Action:
· Prepare a Planning Scheme Amendment which seeks to extend the Parking Limitation Policy to business and mixed use areas well serviced by public transport. 2007-2008
The Price of Parking
There are significant imbalances in the cost to users of parking spaces in the City. Some private, non-residential car parking spaces are offered to employees as part of salary packages, while parking fees for casual visitors and shoppers who wish to park for a few hours can be much higher than the cost of parking all day in the same facility.
Recognition and review of the cost of parking spaces is to be encouraged and could actively be pursued as part of Travel Plans.
Off-street, short-stay parking is also typically more expensive than on-street parking; hence some motorists drive around to seek out an on-street meter parking – contributing to both traffic congestion and air pollution. To achieve parity between on-street and off-street prices, some on-street prices would
37
Page 44 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
need to be slightly increased while off-street casual (i.e. non-commuter) prices would need to be significantly reduced.
Policy:
· Council supports the use of parking policy, including price mechanisms, as a way of limiting long-term parking and encouraging greater supply of short-term affordable parking.
Short Term Actions:
· For parking meters, investigate and (where appropriate) implement variable pricing for peak and off- peak times. 2006-2010 · Use pricing mechanisms in Council’s own off street car parks (City Square, Council House and Elgin Street) to demonstrate the commercial viability of short- stay off street parking 2006-2020
Improve Motorcycle Parking Options
Motorcycles, particularly smaller ones, are a highly efficient mode of individual travel. For this reason the use of motorcycles should be supported. Along with road safety, motorcycle parking is the key issue. In Victoria, motorcycles can be legally parked on the footpath (unless otherwise signed) as long as the bike does not obstruct pedestrians, delivery vehicles, public transport users or parked cars. While this is beneficial for motorcycle riders, it does have drawbacks in terms of pedestrian access, safety and amenity in the CBD.
38
Page 45 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Policy:
· Council will consult with motorcycle user groups when changes to existing motor cycle parking are contemplated, · Council will follow and promote VicRoads guidelines in Provision for On-Road Motorcycle Parking Motorcycle Note No. 7 (April 2001) when making provision for on-street motorcycle parking facilities. · Council will endeavour to increase supply of motorcycle parking in congested areas to reduce the need to park on footpaths. · Council will prohibit motorcycle parking in locations where pedestrians or other activities that are complementary to walking would be obstructed.
Environmental Issues
Council is committed to achieving greenhouse gas reduction targets – by 20 per cent on overall 1996 levels by 2010 and to a net of zero by 2020. Council has also adopted a target to reduce greenhouse gases generated by the corporation by 30 per cent on 1996 levels by 20108.
This goal will be achieved by supporting environmentally responsible modes of transport, such as walking, cycling and public transport. Council promotes urban design and land use principles that reduce the need to travel and already operates several vehicles that are powered by alternative cleaner fuels.
Policy:
· Council will monitor technological advances in fuel efficiency and alternative fuels and will work with interested groups in pursuing this agenda. · Council will support measures to combat pollution and smog, such as annual vehicle emissions tests and car free days. · Council will support the introduction of differential taxes and charges for vehicles, based on efficiency.
8 City of Melbourne, Zero Net Emissions
39
Page 46 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
· Council will purchase vehicles that have low emission levels and/or use cleaner fuels, and encourage its service providers to do likewise.
Short Term Actions:
· Develop purchasing and tendering policies which encourage Council service providers (including car fleet)
to utilise sustainable transport options and fuel efficient vehicles. 2006-2008
Regional, Interstate and International Connections
Air and long distance rail and bus services play a vital role in linking Melbourne with regional centres, other Australian cities and the rest of the world. Further enhancements to these transport links will ensure Melbourne’s continued economic and social prosperity.
Issues for Action
Links between the Airports and the Central City
Melbourne Airport is the main international passenger gateway to Melbourne and Victoria, handling over 17 million people each year, with future growth forecast in line with expanding air services.
Competitive public transport options for passenger access to Melbourne Airport will be central to its future development. At present, accesses is dominated by private vehicles, taxis and hire cars, since the only direct public transport service to the CBD is the airport shuttle bus service operated on a fully commercial basis.
While the opening of CityLink greatly improved road access and trip times to the airport, improving public transport access and ease of use is a key long- term strategy, as outlined in Council’s City Plan 2010.
The opening of Avalon Airport for commercial flights has also generated some demand for public transport services to the Central City and a shuttle
40
Page 47 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
bus service currently provides services from Avalon Airport to the Melbourne CBD and Geelong.
Policy:
· Council will support the provision of high quality real-time information for passengers at Melbourne and Avalon Airports about getting to and from the Central City. · Council encourages the improvement of airport bus services to Melbourne Airport.
Regional and Interstate Rail Links
In addition to Victoria's metropolitan and inter-town passenger rail services, interstate rail services include the CountryLink XPT (Melbourne-Sydney) and The Overland (Melbourne-Adelaide). VLine Passenger provides the bulk of the services from Southern Cross Station, catering both for daily commuters (from centres such as Sunbury and Melton) as well as travellers from regional centres such as Geelong, Bendigo, Ballarat and Traralgon.
A number of Victorian Government initiatives will address improvements to rail transport links with interstate and regional cities, including the Regional Fast Train Project and the re-opening of rural rail lines.
Policy:
· Council will acknowledge regional and interstate rail options when it markets the City of Melbourne as a destination to regional and interstate markets, wherever practical.
Regional and Interstate Bus Connections
A range of scheduled interstate and regional coach lines service Melbourne, mostly operating from Southern Cross Station. Tour and charter coach services also operate in the City of Melbourne. These generally carry passengers to major events and entertainment venues and provide services to and from city hotels.
41
Page 48 of 185 City of Melbourne Transport Strategy 2020: Moving People and Freight
Coach parking is a major problem in the CBD, particularly in Swanston Street, which discourages bus operators from servicing city locations and increases congestion as tourist coaches that cannot find parking circulate in traffic.
Policy:
· Council supports better planned coach parking in the Central City.
Short Term Action:
· Explore and actively pursue options for a new coach terminal in the central City including re-examination of coach parking/ terminal facilities at the Russell Street extension.
2006-2008
Melbourne’s Interstate and Regional Road Connections
Road links of freeway standard have been completed from Geelong, Ballarat, Bendigo and the Latrobe Valley to central Melbourne. National Highway bypass projects are committed on the Goulburn Valley Highway (Murchison East) and the Hume Highway (Albury–Wodonga). These projects have improved Melbourne’s generally excellent links with major country centres.
42
Page 49 of 185
An option for improving public transport in Melbourne Moving People The growth of residents and workers in inner Melbourne has not been supported by any substantive investment in public transport in this area. In the longer term an option which provides a public transport service with excellent core network coverage and connectivity, combined with high service standards and service speed will form the backbone of a world class rapid transit system. The CBD itself has grown while the core part of the heavy rail system, the City Loop, has been confined within the limits of the Hoddle Grid. The tram network has been expanded to cater for developments in Docklands but its performance is under threat from traffic and little service development is occurring in relation to Southbank, Parkville (University and Hospital precinct), Carlton and rapid transit access to the Doncaster/Donvale region. Signalling upgrades will provide some medium term congestion relief to the City Loop, however a longer term option is to replace the existing train system with a mass transit service.
An option: A North-South underground mass transit project would: · substantially upgrade the quality of public transport access within and to inner Melbourne; · address service demand issues to wider metropolitan Melbourne by linking elements of the Northern group with the Caulfield group of rail services; · solve rail capacity issues by directly linking Northern and Caufield lines. The tunnel does not use the City Loop hence potentially two of the four City Loop lines become available for expanded services; · enable the additional capacity of the City Loop to be used to increase services to the western suburbs which have been limited by the existing rail architecture and demands from freight and regional rail services; · address the existing rail capacity issues (the system currently operates 25 trains per hour into and out of the CBD but needs to operate at least 41 extra peak trains by 20209); · assists tram operations by providing relief from traffic congestion, particularly on St Kilda Road and Swanston Street; · provide the long overdue rail line to the Doncaster/ Donvale region; · service major development areas in inner Melbourne, including the Parkville precinct (Hospitals and University), Carlton and the Domain. There would be many development opportunities associated with this project. Stations would be integrated at Melbourne Central and Flinders Street to enable transfer to the City Loop, new stations would be situated under the Domain and Parkville/Carlton (servicing the University and Hospital precinct) – all with tram and bus interchange facilities; and · free up several inner urban railway lines for tram service (such as South Yarra to Windsor Station- freeing up Chapel Street). These could be used as segregated tram lines much like St Kilda light railway.
9 Department of Infrastructure, 2006