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A I G;~~~at th E Growth h ~rv'"lT1 Strat Growth nsp Transport Strategy Transport Strategy Transport Strategy Transport Strategy Transport Strat th 711. 1h Area South Eastern Growth Area South Eastern Growth Area South Eastern Growth nsp 4099 ·ransport Strategy Transport Strategy Transport Strategy Transport Strategy Transport Strat th 452 1h Area South Eastern Growth Area South Eastern Growth Area South Eastern Growth ns,.: SOU rransport Strategy Transport Strategy Transport Strategy Transport Strategy Transport Strat th rth Area South Eastern Growth Area South Eastern ~rowth Area South Eastern Growth Transport Strategy Transport Strategy Transport Strategy Transport Strategy Transport Strat rowth Area South Eastern Growth Area South Eastern Growth Area South Eastern Growth nsport trafegy Transport Strategy Transport Strategy Transport Strategy Transport Strategy Transport Strat I dh ~rrdorn r-rnwth Arorr .~n' tth i=rJ<:torn Crnwth ArArJ ,c;nl/th Fr1.c;tArn hrnwth ArArl Snl lfh Frl,c;t c .1 I South Eastern Growth Area IPlANNU'!G & EPA UBRARY Transport Strategy April, 1991 Prepared by : Metropolitan Corridors Transport Group In Association with: Public Transport Corporation Vic Roads Metropolitan South-East Region Vic Roads Major Planning Studies Department of Planning and Housing City of Berwick Shire of Cranboume 711. 4099 00100327 Shire of Pakenham,, 452 sou South Eastern growth area : transport strategy ... --~---~J Transport Strategy -Development for the South Eastern Growth Area Summary I. INTRODUCTION The Directions also include the introduction of a new system of 'Local Structure Plans' ,to ensure orderly development, This document sets out details of the transport strategy which must be prepared before or in conjunction with a developed for the South-Eastern Growth Areas, in the context planning scheme amendment. of the recent release of a State Government 15 year plan to house up to 500,000 people in new style Melbourne fringe The "Growth Area Plans" form part of the Directions and suburbs. contain detailed criteria and plans addressing matters such as limits to urban development within the growth areas, staging This transport strategy was developed after extensive consul­ of development, population targets, guidelines for commu­ tation with Transport agencies, the Department of Planning nity planning and requirements for activity centres, employ­ and Housing, local municipalities and communities. ment areas, transport, environment and open space. 2. METROPOLITAN GROWTH AREAS The Transport Directions, which form part of the overall Minister's Directions, were developed after extensive consul­ The State Government's 1987 Metropolitan Policy, "Shaping tation with the transport agencies and the then Department of Melbourne's Future", provides the basis for the management Planning and Urban Growth. of the future growth and development of metropolitan Mel­ bourne over the next 15 yeatS. TItis Policy provides for t,hc channelling of most of the future outward growth into the ~. S()UTH-EASTERN GROWTH AREA ( three priority areas ofWerribee in the west, Plenty Valley in the north, and South-Eastern (Berwick-Pakenham­ III Preferred Land Use Development Strategy Cranboume) in the east The preferred land use development option for the South­ Transport's role, in supporting the Metropolitan Policy, is to Eastern Growth Area is shown in Figure 3. This development develop safe, effective and economic transport systems for . form provides for a total Growth Area population of approxi­ the growth areas that will provide equitable access to oppor­ mately 400,000 people. tunities, services and facilities in an environment designed to meet the needs of all members of the community. This South-Eastern population comprises: Existing population (as at 1986) 110,000 The Planning Stage Reached Reserved Living zoned land 148,000 Corridor/new urban areas 146,000 The then Department of Planning and Urban Growth released strategic "Growth Area Plans" for the Werribee and South­ These figures allow for higher residential densities than Eastern Growth Areas on 23 November 1990. previous development. These strategic plans redefine the extent of the urban growth areas by expanding the corridor zonings established 20 years IS The Transport Strategy ago. The proposed Transport Strategy for the South-Eastern Growth To properly outline the preferred concept for these two Area is shown in Figure 1. Growth Areas, the then Minister for Planning and Urban Growth issued 'Minister's Directions' to Planning Authori­ Planning for the corridor provides for initial residential ties under Section 12 of the Planning and Environment Act development in the Cranboume area, followed by a sequential 1987. easterly extension from existing developed areas. The Minister's Directions contain the framework for future The Transport Strategy recognises the importance of public growth and criteria to be considered by planning authorities transport in supporting successful ·development within the when preparing amendments to the relevant planning schemes. Growth Area. - 1 - Initial development in the Cranbourne area is preferred in An integrated design incorporating the heavy rail, activity order that: centres and modal interchanges (including commuter car o journeys to work are kept as short as possible; parking) has the potential to capture the public tranSport o job opportunities in Frankston and Braeside are real­ advantage of intense activity without being restricted by a ised; congested road network. o existing roads to the south and east of Cranbourne are utilised; MetPlan proposes major commuter car parking facilities at o excessive use of the South-Eastern Arterial is avoided; Hallam and Pakenham. o the Princes Freeway!Highway corridor con- tinues to function for the benefit of longer distance, especially The Road System commodity, travel (Lauobe Valley, East Gippsland, The road system is based on priority to public tranpsort, high interstate); occupancy vehicles, commercial vehicles, bicyles and com­ o roads, including those suitable for bus routing, are munity operated services. developed as part of subdivisions in the area. The road system within the Growth Area has been developed Public Transport to generally follow, and expand on, the existing road network. In most cases, the proposed arterial road upgradings can be Bus Operations accommodated within existing road reservations. In other Development of the Transport Strategy has sought to integrate cases, the municipalities are gradually implementing reserva­ the road system and urban design features of the Growth Area tion widenings or building setbacks as development proposals to facilitate bus operations. The resultant road system (com­ are being prepared. prising both arterial roads and local traffic routes) is shown in Figure 1. Development of the road system has taken into account the The proposed containment of urban growth, with scope for importance of access to the remainder of the meuopolitan higher residential densities, offers good opportunities for area. Alternative access links to the west to relieve future developing bus routes with strong attractors such as rail pressure on the Princes Highway/Freeway corridor, and to the stations (with increased commuter car parking) and major north, are proposed as traffic demand warrants. These links activity centres as terminals. to the west include the Dingley Route, Thompson and Ballarto Roads, a Pound Road connection to a deviated Abbotts Road B uses servicing the Growth Area would integrate with the rail and Greens Road. To the north, major road links include the and. MetLink systems between major activity centres. Scoresby Route, Belgrave-Hallam Road, Narre Warren North Road and Healesville-Koo Wee Rup Road. Heavy Rail Capacity enhancement of the existing heavy rail system was Road connections to employment opportunities in the areas of proposed in MetPlan. Frankston and Hastings (including
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