Council Meeting Tuesday 2 October 2018 Notice and Agenda of Meeting to be held in the Function Centre, Bunjil Place, Narre Warren
Commencing at 6.30 p.m.
Vision for the future
Australia’s most liveable city.
Chairperson: Mayor, Councillor Geoff Ablett
Members: Deputy Mayor Wayne Smith BJ, JP Deputy Mayor Amanda Stapledon Councillor Sam Aziz Councillor Rosalie Crestani Councillor Rex Flannery Councillor Milla Gilic Councillor Tim Jackson Councillor Gary Rowe Councillor Damien Rosario Councillor Susan Serey
Chief Executive Officer: Glenn Patterson ORDER OF BUSINESS
1. Reading of the Prayer and Faith Message
2. Statement of Acknowledgement
3. Apologies
4. Confirmation of Minutes of:
• Council Meeting, Tuesday 17 September 2018
5. Declaration by Councillors of any Conflict of Interest or Personal Interests pursuant to Sections 79 and 79B of the Local Government Act 1989 (the Act) in any items on the Notice Paper. (Note that Section 79(2)(a)(i) of the Act requires Councillors to disclose the nature of a Conflict of Interest or a Personal Interest immediately before the relevant consideration or discussion). Section 79B also requires that the Councillor declaring a Personal Interest must seek consent from Council to be exempt from voting on the item.
6. Officers’ Reports – Initial Consideration
Item.1m Subject Council Page Plan Number Reference 6.1 South East Transport Strategy 7.1 1 6.2 219 South Gippsland Highway Cranbourne 7.3 6 6.3 Development in Werribee Regarding Small Scale 6.1 8 Agriculture and Food Tourism Opportunities 6.4 Examples of Innovative Housing Developments 5.1 13 6.5 Audit and Ethics Committee – Appointment of Interview 8.3 17 Panel to Appoint an Independent Public Member 6.6 Smart Cities Advisory Committee Meetings 1.1 18 6.7 Live Streaming of Council Meetings 8.1 21 6.8 Contract Acceptance and Sealing – Contract No 8.1 24 CT000468 6.9 Variation to Contract CT000203 Receipt & Processing 5.4 28 of Recycling Materials with SKM Industries Pty Ltd
7. Public Question Time
8. Officers’ Reports – Deferred for Consideration
9. Consideration of Reports of Committees 10. Petitions
11. Notices of Motion
No Subject Councillor Page
3248 Soldiers Road Berwick Serey 1 3249 Energy Sustainability Aziz 1 12. Reports by Council Delegates
• Nil
13. Urgent Business
14. Closed Council • Nil OFFICERS’ REPORTS Officers’ Reports
2 October 2018 ITEM 6.1 SOUTH EAST TRANSPORT STRATEGY Kathryn Seirlis Council Plan Reference:7.1
Purpose of Report: To endorse the South East Transport Strategy and vision for a connected South East.
Executive Summary
The South East Transport Strategy (“the Strategy”) (see Attachment A) brings together a collective voice on regional transport issues for the 1.5 million strong community that will live and work in the South East over the next decade. The regional approach ensures the South East region can better plan and work towards projects and initiatives required for a world class connected transport network.
A regional Transport Strategy is needed given the region is a major contributor to Victoria’s economy. The Strategy will provide a mechanism for the South East to advocate to the State and Federal Governments and plan key strategic transport priorities for the region over the next decade.
The Strategy will bring numerous benefits to Casey and the region by boosting rail and road capacity to meet the transport challenge. This in turn will boost productivity, conserve energy, curb greenhouse gas emissions and improve the quality of life for residents by creating more liveable communities.
Background
The City of Casey is one of eight municipalities that make up the South East Melbourne Integrated Transport Group (SEMITG,) (“the Group”) and includes Bass Coast, Cardinia, Frankston, Greater Dandenong, Kingston, Mornington Peninsula and Yarra Ranges. The Group advocate for the delivery of regional transport projects and initiatives in Melbourne’s South East that aim to improve freight, transport efficiency, help grow and facilitate productivity, and better plan the region’s transport.
The Group work in partnership with the influential organisations in regional transport planning on behalf of a future population of 1.5 million people that will call the South East home. This includes South East Melbourne Group (SEM), industry, State and Federal Governments and transport user groups
Since the initial 2010 Regional Transport Strategy was developed, the Group has been involved in several regional transport achievements that have had a major impact on the South East. This has included but not limited to major upgrades to principal freight routes as well as delivery of key road arterials such as the Monash Freeway upgrade, construction of the Dingley Bypass, re-development of Frankston Station Precinct; Level Crossing Removals across the South East and completing missing links in existing recreational trails.
Council Meeting Page 1 Officers’ Reports
2 October 2018 ITEM 6.1 Discussion
The biggest issue impacting liveability in the City of Casey and for residents living in the South East is accessibility to a well-connected, efficient and reliable transport network. This includes transport options via private cars, freight, trains, buses, cycling and walking. Recognising the South East is one of the fastest growing regions in Australia, having an adequate level of transport infrastructure and services that keep pace with the growth and development is vital.
Whilst the South East region has seen recent investment by the State Government and Federal Government in major transport infrastructure that help address some existing shortfalls, it is not enough. The Strategy highlights more investment and better planning is needed, and points to some of the regionally focussed projects and initiatives that can support the regions needs.
South East Transport Strategy
The Strategy developed with Jacobs Pty Ltd and State Government transport agencies is the region’s transport network plan for the next decade. The Strategy is closely aligned to Council’s vision and objectives outlined in the Council Plan 2017-2021 as well as Casey’s Integrated Transport Strategy - StreetsAhead (2017) and Council’s highly successful Commit to Casey Campaign.
The Strategy considers Plan Melbourne and Infrastructure Victoria’s 30 year Victorian Infrastructure Plan. It aims to support the efficient movement of residents, visitors and goods to support the region’s economy and roll out the required public transport and road networks for the next decade.
The Strategy aims to provide an integrated transport network that supports strong economic and jobs growth for the region that is currently home to 1.2 million people and set to surge to 1.5 million by 2031. The contemporary Strategy recognises high car dependency in the South East coupled with more than 86 per cent of the community driving to work each day is not sustainable and provides a mechanism to advocate to the State and Federal Governments on the key strategic transport priorities for the region.
Key outcomes and the implications of the Strategy for Casey and the region include:
• Better road, freight and public transport connections. • Wider expansion of the transport network to major centres. • Better corridor connections across the region.
The Strategy covers the need for better road safety, roll out of regional active transport initiatives and better utilisation of technology to increase mode choice, coverage and flexibility across the network.
Council Meeting Page 2 Officers’ Reports
2 October 2018 ITEM 6.1
Benefits of a Regional Transport Approach
The South East region requires well-planned transport investment that will enable the growing needs of the community and meet the transport challenges ahead. The Strategy calls for transport actions and initiatives over the next decade that includes:
• Provision for high-quality regional road and public transport connections. • Review of existing public transport routes and services, to identify priority regional routes for the delivery of more targeted services and the creation of mass transit bus networks. • Advocacy for the regional network upgrades and enhancements required to meet future demand for high capacity public transport links in the South East.
The regional transport network promotes social and economic participation, increases access to a range of jobs, services and activities and helps to reduce social disadvantage. The critical transport projects and programs outlined in the Strategy support investment and economic development help manage and address known regional challenges that will improve accessibility, safety and health and wellbeing in Casey and the South East.
The Strategy is consistent with the vision and objectives of Casey’s Integrated Transport Strategy – StreetsAhead (2017) and Council’s long-term advocacy campaigns including Commit to Casey. By endorsing the Strategy we are giving more weight to advocate for infrastructure and services for the region.
Financial Implications
The vast majority of the projects and initiatives identified in the Strategy over the next decade require a high degree of investment, support and action from State and Federal Government and the private sector, who will largely be responsible for delivering projects and programs.
Council is adequately resourced to participate and respond to the South East Melbourne Integrated Transport Group’s regional projects and programs and much of the advocacy is directly aligned to Council’s Commit to Casey campaign.
Whilst the Strategy does not commit Council to any financial investment, Council will be responsible for local arterial road upgrades and lower order connections such as pedestrian links and cycle paths. Council’s responsibilities will be managed through the normal capital works process.
Further detail about the regional transport projects including a short description and a summary of transport projects over the next 10 years is included in the South East Transport Strategy.
Officer Direct or Indirect Interest
No Council officers involved in the preparation of this report have a direct or indirect interest in matters for consideration.
Council Meeting Page 3 Officers’ Reports
2 October 2018 ITEM 6.1
Conclusion
The Strategy is a way forward toward a strong and powerful future for the region that will enhance the liveability of Casey residents and all residents and businesses in the South East.
Support for the Strategy and regional collaboration ensures Casey and the South East remains a thriving place to live, visit and do business. The Strategy for the South East will improve the way transport is planned and will further support the major advocacy and investment required from the State and Federal Governments and the private sector.
Regional investment in transport infrastructure and services will boost rail and road capacity to meet the transport challenge, boost productivity, conserve energy, curb greenhouse gas emissions and protect and enhance liveability.
A world class connected transport network for the 1.5 million strong community that will live and work in the South East over the next decade is needed.
Recommendation
That Council endorse the South East Transport Strategy
Council Meeting Page 4 Officers’ Reports
2 October 2018 ITEM 6.1 ATTACHMENT A
The South East Transport Strategy
Council Meeting Page 5 South East Transport Strategy South East Integrated Transport Group
Final Transport Strategy
IS220000/SETS | 4 August 2018 Final Transport Strategy
South East Transport Strategy
Project No: IS220000 Document Title: Final Transport Strategy Document No.: IS220000/SETS Revision: 4 Date: 8 August, 2018 Client Name: South East Integrated Transport Group Project Manager: Author: File Name: J:\IE\Projects\03_Southern\IS220000\21 Deliverables\Stage 2 Report\South East Transport Strategy - V4.docx
Jacobs Group (Australia) Pty Limited
www.jacobs.com
© Copyright 2018 Jacobs Group (Australia) Pty Limited. The concepts and information contained in this document are the property of Jacobs. Use or copying of this document in whole or in part without the written permission of Jacobs constitutes an infringement of copyright.
Limitation: This document has been prepared on behalf of, and for the exclusive use of Jacobs’ client, and is subject to, and issued in accordance with, the provisions of the contract between Jacobs and the client. Jacobs accepts no liability or responsibility whatsoever for, or in respect of, any use of, or reliance upon, this document by any third party.
Document history and status
Revision Date Description By Review Approved
1 April 2018 Draft Transport Strategy for Client Review TY/EW KM JR
2 May 2018 Draft Transport Strategy for SEMITG Member Review EW KM JR
3 July 2018 Final Transport Strategy EW KM JR
4 August 2018 Final Transport Strategy EW KM JR
South East Transport Strategy 1 Final Transport Strategy
Contents Foreword ...... 3 1. Introduction ...... 4 1.1 Purpose of the strategy ...... 4 1.2 Strategy background...... 4 2. The South East Region ...... 6 2.1 Regional context and strengths ...... 6 2.2 Key challenges and opportunities ...... 10 2.3 Regional policy context...... 14 3. A Vision for a Connected South East ...... 18 3.1 Vision ...... 18 3.2 Strategy directions ...... 18 3.3 Key considerations ...... 20 4. Direction 1 – Growing a thriving and diverse economy ...... 22 4.1 Description...... 22 4.2 Commitments ...... 24 4.3 Strategic Actions ...... 25 5. Direction 2 – Making the South East accessible to all ...... 31 5.1 Description...... 31 5.2 Commitments ...... 33 5.3 Strategic Actions ...... 33 6. Direction 3 – Enhancing liveability and sustainability ...... 38 6.1 Description...... 38 6.2 Commitments ...... 39 6.3 Strategic Actions ...... 40 7. Direction 4 – Evolving the network to strengthen communities ...... 44 7.1 Description...... 44 7.2 Commitments ...... 45 7.3 Strategic Actions ...... 46 8. Implementing the strategy ...... 50 8.1 Implementation...... 50 8.2 Partnerships and engagement...... 50 8.3 Review ...... 51
Appendix A. Glossary ...... 58 Appendix B. Summary by LGA ...... 59
South East Transport Strategy 2 Final Transport Strategy
Foreword
The South East region is one of Victoria’s major growth areas, one of Australia’s largest manufacturing and industrial locations, and has some of the State’s most visited tourism areas. It is also resource rich including fertile agricultural areas and large deposits of sand and stone helping support the growth of the State.
The eight municipalities contributing to this strategy are home to over 1.2 million people with rapid growth predicted to continue, particularly in the designated growth areas of Casey and Cardinia.
This strategy provides a focused view on the transport needs of the region as seen by local government. Through it we are continuing to better understand the strengths and weaknesses of the south east region to ensure the best opportunities for our residents and businesses. We have undertaken this work consistent with existing Victorian government policy and investment decisions.
The region is excited to see investment by the State government in major transport infrastructure upgrades that can help address some existing shortfalls and future needs. Projects such as the Cranbourne-Packenham rail line upgrade, grade separations and connections to Melbourne Metro are positive steps forward. Widening the Monash Freeway, construction of the Mordialloc bypass, the north east link and upgrades of arterial roads in growth areas and the region generally are all welcome.
However, more investment is needed and this strategy points to some of the regionally focussed projects that can support its needs.
We hope that you will support the strategy as a way towards a strong and powerful future for the region.
Executive Officer - SEMITG
South East Transport Strategy 3 Final Transport Strategy
1. Introduction
1.1 Purpose of the strategy
The South East Transport Strategy is a plan for the region’s transport network over the next 10 years. It sets new key directions to support strong growth in the region. It takes into account the significant changes in transport policy and new infrastructure commitments since the previous 2010 transport strategy1, to advocate the region’s position on transport and related land use policy to the Victorian Government. It will also help to facilitate alignment between the region and State and Federal Governments’ investments in transport infrastructure, service improvements, and programs.
1.2 Strategy background
The strategy was commissioned by the South East Melbourne Integrated Transport Group (SEMITG), which represents the Councils of Bass Coast, Cardinia, Casey, Frankston, Greater Dandenong, Kingston, Mornington Peninsula and Yarra Ranges on strategic transport related matters. The objectives of SEMITG are:
· To work in partnership with the influential organisations in regional transport planning including industry, State and Federal Government and transport user groups.
· To recognise the economic, social and environmental benefits that arise from improved transport links can make to the region.
· To support Federal and Victorian Government planning strategies and Transport Policy.
SEMITG has been committed to producing a Regional Transport Strategy, and more recently a Regional Freight Strategy2, to identify priorities for infrastructure projects to drive the regional economy and to help guide the South East’s region infrastructure planning.
The 2010 South Eastern Transport Strategy was the second regional transport strategy prepared by SEMITG. The strategy focused on forming a collective plan to improve freight and transport network efficiency, grow and facilitate productivity, and better connect the region’s businesses with their markets. Since its release, the Strategy has contributed to several transport achievements/developments within the region, including but not limited to upgrades to principal freight routes as well as arterials, e.g. Monash Freeway; construction of the Dingley Bypass; business case development for the North East Link; redevelopment of Frankston Station precinct; level crossing removals and completing missing links in existing recreational trails.
In 2018 the aspirations of the previous strategy and its strategic actions remain relevant. However, in the eight years since its preparation there have been significant developments in transport in the South East. This has included stronger than expected growth, increasing costs of congestion on both road and public transport, several new metropolitan policy and infrastructure documents, and significant investment in major new transport infrastructure.
This update of the South East region’s transport strategy is a response to these new transport developments. It identifies where investment, education and regulation are required to create an integrated transport system; enabling the region and individual Council’s to develop policy and advocacy documents with a united vision and purpose.
1 Aecom, 2010. South Eastern Transport Strategy. South Eastern Integrated Transport Group. 2 GHD, 2017. SE Metropolitan Integrated Transport Group, The Melbourne South East Region Freight Strategy.
South East Transport Strategy 4 Final Transport Strategy
SEMITG The South East Integrated Transport Group is a regional grouping of local government transport officers representing the municipalities of Bass Coast, Cardinia, Casey, Frankston, Greater Dandenong, Kingston, Mornington Peninsula and Yarra Ranges. SEMITG is focused on identifying regional issues and bringing together a collective voice on these matters.
South East Transport Strategy 5 Final Transport Strategy
2. The South East Region
2.1 Regional context and strengths
The South East region is one of the state’s most socially and environmentally diverse, economically significant and rapidly growing regions. As shown in Figure 2.1, the region extends from the forests of the Dandenong Ranges and the vineyards of the Yarra Valley in the north-east, through the south east growth corridor and the regional hubs of Frankston and Dandenong to the southern tips of the Mornington Peninsula and Bass Coast coastlines. The 6,098km2 area in the east of metropolitan Melbourne consists of a mix of established, urban-rural interface and regional councils. It accommodates residential growth areas, focal points for industry, employment and tourism, as well as large areas of highly significant natural heritage.
The South East is home to over 1.2 million people, approximately one fifth of Victoria’s population and over a quarter of the metropolitan areas population. This is expected to continue to grow rapidly to over 1.5 million by 2031, with further growth anticipated beyond this. The majority of the region’s growth is forecast to occur within Casey and Cardinia, reflective of the south-east growth corridor designation.
The region is a major contributor to the Victorian economy, with well-established industry sectors in manufacturing, agriculture, and tourism, and growing health and professional services sectors. These industry sectors bring with them a large workforce and range of skills, which places less reliance on jobs in inner Melbourne than other regions. The most recent census information indicates high levels of self-containment, with 56% of residents in the South East working within the region (compared to 46% of residents work within the Metro West Region, and a metropolitan Melbourne average of 50%).
Dandenong, Frankston and Fountain Gate-Narre Warren form key metropolitan activity centres, serving as major hubs for jobs and industry, as well as the local community, benefiting from good access to freeway and high capacity rail networks, and proximity to business clusters. Dandenong in particular is a designated National Employment and Innovation Cluster (NEIC), and Dandenong South a State Significant Industrial Precinct (SSIP), with strengths in advanced manufacturing, warehousing and logistics. The region is also home to the State significant Officer–Pakenham Industrial Precinct, Port of Hastings Industrial Precinct, and the Frankston Hospital and Monash University Peninsula Campus. All of these precincts are forecast to grow with State and local plans for industrial and residential urban growth.
The South East region has a rich natural environment, which also forms a focus for tourism. Key areas include Phillip Island and the coastal reserves of Bass Coast, the Dandenong Ranges and Yarra Valley, the Mornington Peninsula and Western Port. The region also includes significant green wedges and peri-urban areas in Kingston, Yarra Valley, Western Port and the Mornington Peninsula, which support a wide range of non-urban land uses and activities, including major extractive industries supporting the development industry.
The Monash Freeway (M1) and the Frankston and Cranbourne-Pakenham train lines form major transport spines in the region, providing important radial links in to Melbourne central business district (CBD), the inner metropolitan suburbs, and between key employment and education precincts. The Cranbourne-Pakenham line is one of Melbourne’s busiest rail corridors, and the freeway carries over 200,000 vehicle trips per day. The Monash Upgrade and Cranbourne-Pakenham Line Upgrade projects are currently underway to increase capacity and efficiency to meet the growing travel demand from the south-east.
The region is also served by the Belgrave and Lilydale train lines which provide strong, high capacity public transport linkages to the CBD, EastLink, Mornington Peninsula Freeway, Princes Freeway, South Gippsland Highway and Bass Highway also provide key road linkages for those in the south-east.
South East Transport Strategy 6 Final Transport Strategy
The South East is also home to a number of major transport gateways. Moorabbin Airport is a general aviation airport for light aircraft located in the south-eastern suburbs and is Australia’s third busiest airport by aircraft movement. The Port of Hastings is one of four major commercial trading ports operating in Victoria, serving major international and domestic shipping movements as well as handling general cargo and other operations. The future of the Port is uncertain, and remains a potential development game changer.
South East Transport Strategy 7 Figure 2.1: The South East region
South East Transport Strategy 8 Final Transport Strategy
YARRA RANGES · Home to 155,312 people (170,305 by 2031) GREATER DANDENONG · Located on metropolitan Melbourne’s north-eastern fringe, it is the largest LGA in · Home to 160,972 (193,591 by 2031) geographic area. · Suburban municipality with residential areas, large activity centres, · Home to a large number of families and young people. extensive industrial precincts and green wedge land. · Contains significant natural reserves and popular areas such as the Dandenong · Dandenong central activities district is Melbourne's second largest retail Ranges and the Upper Yarra Valley, which attract over 4 million visitors each year. and commercial centre. · Major Activity Centres: Chirnside Park and Lilydale. · Manufacturing hub in Melbourne’s South East. Diversifying industry · Main industries include manufacturing, retail, agriculture (including wine making), sectors, with growth in warehousing and logistics, and a shift towards tourism, and construction. 57% work outside the municipality. more knowledge based manufacturing activities. This is expected to grow · High reliance on car, 73% drive to work as the Dandenong South NEIC expands. · Major employment destination for the region, 29% of residents are employed locally. However, pockets of high unemployment.
KINGSTON · · Home to 159,023 (182,718 by 2031) CARDINIA · Located in the middle and outer southern suburbs of Melbourne, on the · Home to 97,625 people (161,736 by 2031) north eastern shores of Port Phillip Bay. · Located on the south-eastern fringe of the metropolitan area, and · Major Activity Centres: Chelsea, Cheltenham, Cheltenham-Southland, has a significant rural and horticultural hinterland. Mentone, Moorabbin, and Mordialloc. · Forms part of the south-east growth corridor, with a young and · Major employment destination; over 30% of residents live and work in the growing population. area. · Major Activity Centres: Officer and Pakenham · Manufacturing hub in Melbourne’s South East. Emerging sectors such as · Main industries include food manufacturing, agriculture, meat and construction, accommodation and food services, health care and social meat product manufacturing, motor vehicle and part assistance, and education and training are balancing the downturn in manufacturing. However, over 65% of resident’s travel outside the manufacturing. Commercial centres at Southland, Moorabbin and shire to work. Mordialloc also provide an important employment source. · High reliance on the private car (84% drive to work).
FRANKSTON CASEY · Home to 139,095 (155,201 by 2031) · An important holiday and recreation destination and home to · Home to 313,521 people (437,459 by 2031) numerous parks and reserves, and 11km of coastline · Victoria's largest and fastest-growing municipality and the dominant growth · Major Activity Centres: Frankston and Karingal area for south-east Melbourne. · Designated a state-significant health and education precinct in · Young and growing population, with the largest age group currently 30 to 34 Plan Melbourne including Frankston hospital, Monash year olds (8%) University and Chisholm TAFE. Other major industry sectors · Major Activity Centres: Berwick, Casey, Central Clyde, Clyde North, include construction, property and business services, retail Cranbourne, Endeavour Hills, Hampton Park, Fountain Gate-Narre Warren trade, personal and other services and manufacturing · Main industries include building construction, agriculture, and building · Pockets of high unemployment, Frankston North in particular structure services. Home to Berwick health and education precinct. However, has unemployment rates of well over 13%. over 70% of residents travel outside the area to work, with nearly 20% travelling to Dandenong. · Pressure on open and green spaces as the population and demand for MORNINGTON PENINSULA services grows. · Home to 160,862 people (181, 839 by 2031) · Land area of 723 km² of which 70% is green wedge, with coastal boundaries of over 190kms (10% of Victoria’s total coastline). It includes BASS COAST the industrial and port area of Hastings, as well as natural attractions such as Cape Schanck and Point Nepean National Park. · Home to 33,317 people (44,798 by 2031) · Popular holiday destination, with an increase in population of up to 30% · One of the fastest growing regional municipalities. in summer months and traffic volumes increasing 2.5 times. · Contains an ageing population, with 28% aged 65 and over. · Popular retirement destination; contains the region’s highest proportion of · Major regional commercial centre: Wonthaggi. people aged 65 and over. · Land area of 865 km2 including extensive coastal areas. · Major Activity Centres: Hastings, Mornington and Rosebud. Agricultural land makes up 90% of the Shire. · Main industries include tourism, agriculture, retail, iron and · Significant nature-based tourism assets and agriculture steel manufacturing, construction and business services. industries. Growing health care sector. · Future impact from growth in Extractive Industries · Vulnerable to natural hazards, including sea level rise and bushfires. Climate change projections also indicate that this area will be a key food production area for Victoria.
South East Transport Strategy 9 Final Transport Strategy
2.2 Key challenges and opportunities The South East is unlike other regions. The large and growing population, significant industry base, vibrant tourism industry, and multiple centres make transport challenges and opportunities exceptional. Keeping pace and responding to these proactively is necessary in delivering a transport network that protects liveability and supports the economy, thereby driving the need for an integrated approach through the development of the transport strategy.
2.2.1 A growing and multi-centred region The South East has grown rapidly with the suburban expansion of Melbourne. With an increase in population of A rapidly growing population over 100,000 since 2011, the region is now home to over 1.2 million people. Such rapid growth, however, has resulted in a dispersed regional structure.
Dandenong, Frankston and Kingston are well-established employment hubs. The Dandenong NEIC in particular has the second highest concentration of jobs outside Melbourne CBD, and with the designation of Metropolitan Activity Centre in Plan Melbourne, supports a long term focus to transform Melbourne into a polycentric city. Emerging hubs in the Pakenham South Employment Precinct and Narre- Warren Fountain Gate Metropolitan Activity Centre (MAC) are also providing significant employment opportunities. Outside of these areas, however, jobs are not keeping pace with population growth, particularly in the designated growth areas, which can heavily impact journeys to work and mode choice.
The demographic changes still facing the South East are significant. Between 2016 and 2031 the region’s population is projected to grow to 1.5 million, with further growth anticipated beyond this. A population increase of that magnitude will require a significant increase in dwellings and jobs. While this could place increased pressure on the outer-urban growth areas, it also provides an opportunity for the region to become more liveable, sustainable and prosperous. 12
10 Millions
8
6
4
2 Estimated Population
0 2011 2016 2021 2026 2031 2036 2041 2046 2051 SEMITG Region Greater Melbourne Victoria
Figure 2.2: Estimated resident population (2011-2051) (Source: Victoria in Future, 2016)
South East Transport Strategy 10 Final Transport Strategy
The region will not only have to cater for population growth, but also for an ageing population. By 2051, over one fifth of Victoria’s population will be aged over 65. As popular retirement destinations, the populations of Bass Coast, Mornington Peninsula and Yarra Ranges have the largest proportions of over 65’s within the region, and this is forecast to increase. This will present significant challenges for community services and infrastructure. The transport system will need to adapt, and become increasingly more accessible to meet the needs of less mobile members of the community.
2.2.2 Network capacity and congestion
The region’s transport system is coming under increased Declining network performance pressure from growth. Congestion and overcrowding is already an issue on parts of the network, particularly at peak times and during peak tourist seasons.
The region’s primary routes are widely cited as suffering from high traffic demands (providing for a mix of local, intra-regional and inter-regional traffic) and routine congestion. Impacts are often felt across the wider road network through the redistribution of traffic.
Congested conditions can also impact the performance and attractiveness of alternative modes; buses suffer from similar delays where there is no dedicated infrastructure, and cyclists and pedestrians can face safety and amenity Source: Infrastructure Victoria issues. This can also lead to wider associated economic, social and environmental impacts.
Significant metropolitan growth in train patronage in the last 30 years has resulted in overcrowding on parts of the network. Lines that have experienced the most rapid growth include the region’s Cranbourne-Pakenham lines. Issues are also emerging with at-grade crossings, and the ability of the surface rail system to operate at higher service frequencies without constraining the road system.
Major infrastructure projects such as the Metro Tunnel, level crossing removal programme, Mordialloc Bypass and Monash upgrade will increase capacity, but further investment is needed to make existing infrastructure smarter and more efficient, and address regional hotspots. As shown by Infrastructure Victoria, as the population of Melbourne increases over the next 30 years, congestion and crowding is projected to become more intense, widespread and frequent3.
2.2.3 Car dependency Commuters in the region are heavy users of the private The South East is a car dependent region; car. Over 95% of residents have access to at least one over 95% have access to at least one vehicle and over 86% drive to work (as car driver or passenger), well above the metropolitan and State motor vehicle and over 86% drive to work average. The relative size and geography of the South East contribute to considerable travel distances to access services, and the accessibility and attractiveness of the
3 Infrastructure Victoria, 2016. The Road Ahead http://www.infrastructurevictoria.com.au/sites/default/files/images/The%20road%20ahead%20final%20web.pdf
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public transport network are often seen as barriers to the use of more sustainable modes.
Delays in the delivery of jobs, social infrastructure and public transport in the growth areas has further entrenched car-dependent travel patterns. Combined with forecast population growth, this has implications for traffic and congestion in the region, as well as residents’ quality of life.
Transport is one of the biggest household expenses in Victoria, representing 16% of total household expenses. Due to limited alternatives, socio-economic concerns around ‘forced’ car ownership, the personal cost of transport and vulnerability to transport change are increasing. People who are unable to access a car could find their transport choices limited.
Land use and transport that supports and encourages convenient trip options is highly desirable so that residents can meet needs locally and reduce the reliance on private vehicles.
2.2.4 Network resilience
Despite the region’s strategic connections, accessibility and route choice for travellers presents a significant constraint, compounded by: · Limited east-west connectivity. · Restricted access to the Monash Freeway. · The primary means of road access, the Monash Freeway, serves both local and longer distance through traffic. · A growing disconnect with other parts of Melbourne and critical infrastructure such as the Port of Melbourne and airports. · Limited connectivity to the north of Melbourne without travelling via inner Melbourne. · Lack of public transport options, and · ‘Missing links’ in the current bike path network.
The region has become increasingly reliant on a number of key transport spines (including the Monash Freeway, Dandenong and Frankston Rail lines, Bass Highway/Philip Island Road). These routes provide for a mix of public transport, freight and private transport access. Without provision of suitable alternative routes, population growth and associated increasing traffic demands will further reduce network resilience to long- and short-term disruption.
2.2.5 The region’s growing freight task By 2050 it is forecast that the use of The movement of goods and services to, from and within the shipping containers will grow fourfold, region is critically important for the South East and the state’s the general freight task will increase economy.4 three times and heavy freight vehicle 4 As detailed in the South East Freight Strategy, the region’s trips will double . freight has a number of significant current and future issues impacting its operation and efficiency. The South East Melbourne businesses face congestion and infrastructure gaps in getting goods to market.
4 Transport for Victoria, 2017. Victoria’s freight advantage https://transport.vic.gov.au/ways-to-travel/ports-and-freight/
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The future freight task for the region will continue to grow at a minimum of forecast population. As more industrial land is opened up in Greater Dandenong, Frankston and Cardinia and more activity is centred on logistics and warehousing, freight volumes in the South East are expected to grow disproportionately. In the short term this freight growth will be taken up on road. Direct and efficient access to the arterial network will be vital. Longer term, rail capacity will need to be developed.
This strategy identifies the need to develop more efficient solutions to reduce the overall cost of the growing freight task and reduce its impact on the roads, environment and general amenity.
2.2.6 A thriving tourism industry
Rural parts of the region are recognised as ‘Melbourne’s The region already attracts over 10 Playground’, with particular strengths in trail-based tourism, car million visitors each year which touring, food and wine, events and nature-based tourism. Tourism is a key driver of the local economy. can place a significant strain on the transport system The region already attracts over 10 million visitors each year, and during peak seasons this can place significant demand on the transport system. Transport infrastructure is required to accommodate large numbers of temporary residents and visitors that largely rely on private modes of transport. Such travel patterns can negatively impact the region’s natural attractions.
The key challenge for the region is how to balance increasing the economic contribution of tourism while protecting and preserving the natural environment. The region needs appropriate transport infrastructure and services to support tourism in a sustainable way.
2.2.7 Energy, oil and climate change
Climate change has economic, social, environmental and public Transport is one of Victoria’s health implications. Climate modelling indicates that Victoria is largest contributors of greenhouse facing more periods of extreme heat, reductions in annual rainfall gas emissions and increases in intense rainfall events, and an increased risk of extreme weather events such as flood and bushfire. For the region, this could affect the resilience of both the natural and built environment. With 400km of coastline the South East is particularly susceptible to the impacts of climate change.
Australians are among the highest emitters of greenhouse gases, per capita, in the developed world. As such, the Victorian Government has set a target of net zero emissions by 20505. The initiative provides an opportunity to create a low-carbon economy, generate new jobs, drive innovation, and improve Source: DELWP liveability. Protecting the region’s biodiversity and natural assets will be essential for remaining a productive and healthy area.
In future, energy from all sources is likely to become more expensive. Large residential areas of the region are dependent on car access and are therefore vulnerable to oil price rises. This strategy supports the increase the
5 The State of Victoria Department of Environment, Land, Water and Planning, 2016. Victoria’s Climate Change Framework https://www.climatechange.vic.gov.au/__data/assets/pdf_file/0021/55254/DELWPClimateChange_Framework.pdf
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provision of urban development that is efficiently serviced by good public transport, and will reduce vulnerability to transport energy cost changes.
2.3 Regional policy context
Since the 2010 South East Transport Strategy, a number of major metropolitan and regional policy and infrastructure documents have been released, including the revised Plan Melbourne6, which defines the future shape and sustainability of a growing Melbourne, and a proposed infrastructure plan7 by Infrastructure Victoria which sets out a pipeline of initiatives to be delivered over the next three decades. The formation of the new statutory authority, Transport for Victoria (TFV), has also bought with it a number of key guidance documents, including their Strategic Approach to Network Development8.
A summary of the key documents is presented in Figure 2.3 and some of these are discussed further below.
Transport Integration Act Set the strategic policy context, which Plan Melbourne promotes the integration of long-term land use, infrastructure and transport planning Victoria’s 30 Year Infrastructure Strategy & Victorian Infrastructure Outline the need for world-class Plan infrastructure to drive continued economic State growth and to cater for population growth Network Development Strategy Network Development Plan – Emphasis on maximising existing assets Metropolitan Rail
SEM – Regional Plan and Set the regional context Platform for Growth Include a focus on key transport investments to unlock the full growth SMRDA – Regional Plan potential of the region SEMITG – 2010 Transport Regional Encourage behaviour change but also outline Strategy and 2016 Regional the need for network improvements and Freight Strategy congestion management
Set the local policy context Focus on supporting sustainable, healthy and connected communities, vibrant local Council Plans and Local economies and the region’s natural Transport Strategies environment Local
Outline the need to provide effective, efficient and safe transport networks across the municipalities
Figure 2.3: Key Policy and Strategy Documents
6 Victoria State Government, 2017. Plan Melbourne 2017-2050: http://www.planmelbourne.vic.gov.au/ 7 Infrastructure Victoria, 2016. Victoria’s 30-year Infrastructure Strategy: http://www.infrastructurevictoria.com.au/ 8 Transport for Victoria, 2017. Strategic Approach to Network Development Summary guide - February 2017
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2.3.1 Plan Melbourne
Plan Melbourne is the Victorian Government's metropolitan planning Plan Melbourne Vision strategy. Updated in 2017, it guides the future shape of the city and Melbourne will continue to be a state to 2050. It integrates long-term land use, infrastructure and transport planning in order to support jobs and growth, while building global city of opportunity and on Melbourne's legacy of distinctiveness, liveability and choice. sustainability.
Of particular importance for the South East is the designation of, and recognition to support, the following places of state significance:
· Dandenong National Employment and Innovation Cluster
· Dandenong, Frankston and Fountain Gate–Narre Warren Metropolitan Activity Centres
· Dandenong Hospital and Chisholm TAFE Precinct, Frankston Hospital and Monash University Health and Education Precinct and Berwick Health and Education Precinct
· Three state significant industrial precincts (Southern Industrial Precinct, Officer–Pakenham Industrial Precinct and Port of Hastings Industrial Precinct)
· Major transport gateways including Port of Hastings, Moorabbin Airport and a possible South-East Airport
Changing land use strategies, improved arterial road and rail connections, and infrastructure in such locations will position the region for accelerated investment and growth.
The Plan also sets out aspirations for an integrated transport system that connects people to jobs and services and goods to market. This includes, in particular, a focus on improving transport in Melbourne’s outer suburbs, both arterial roads and public transport services, providing local travel options to support 20-minute neighbourhoods and improving freight efficiency.
2.3.2 Infrastructure Victoria’s 30-year infrastructure strategy and the Victorian Infrastructure Plan
Infrastructure Victoria’s 30-year infrastructure strategy was IV Vision released in December 2016. The strategy sets out 137 recommendations to be delivered over the next three decades to By 2046, we see a thriving, help create the best possible future for all Victorians. connected and sustainable Victoria where everyone can access good The strategy encourages a behavioural shift with regards to infrastructure use and travel. It recommends making better use of jobs, education and services. existing assets and identifies policy reforms to maximise the benefits of new infrastructure. It advocates not just for construction but for maintenance too.
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The Victorian Infrastructure Plan9 is a review document of Infrastructure Victoria’s 30-year strategy released by the Victorian Government, in which 134 of the 137 recommendations were accepted in full, in part or in principle. The Plan also outlines the government’s investment and policy priorities over the next five years (and beyond) and responds to each of the recommendations made by Infrastructure Victoria.
In order to accommodate a forecast 10.1 million population, the Plan’s priorities for transport involve establishing an integrated and multi-modal transport system and investing in future transport technologies to meet the needs of Victorian commuters. There is a focus on: making the most of existing assets; building for the future; connecting regional Victoria; and developing smarter transport solutions. Key projects and reforms (including some previous year investments) in the South East include, amongst others:
· $375 million to build the Mordialloc Bypass.
· $20.2 million for a pipeline of road improvement projects to respond to key network priorities, from minor intersection upgrades to significant arterial road duplications.
· $5 million (including $2.5 million Commonwealth funding) to develop a business case for further upgrades to the Monash Freeway and surrounding road network.
· Ongoing investment in trains, better bus services, new connections and station upgrades across the State.
· $6.9 billion to remove Victoria’s 50 most dangerous and congested level crossings including delivering the Caulfield to Dandenong project.
· $187.4 million to shift train stabling from Carrum to a new yard in Kananook.
· $84.8 million towards the Network Transition Program, which will prepare the network to realise the full potential of the Metro Tunnel and the rollout of High Capacity Metro Trains.
· $100 million Safer Cyclists and Pedestrians Fund to invest in infrastructure that keeps cyclists and pedestrians safe.
2.3.3 2018 Victorian and Federal budgets
In addition to the above projects, the Victorian government and Federal government have made substantial additional allocations for a number of projects that will either directly or indirectly support the south-east, including:
· $2.2 billion to upgrade 13 arterial roads across the north and south-east, including Healesville-Koo Wee Rup Road duplication in Pakenham, Lathams Road duplication in Carrum Downs, Narre Warren- Cranbourne Road duplication in Cranbourne and duplication and new bridge along Remington Drive and Pound Road West in Dandenong South.
· Upgraded car parking at stations including Belgrave and Sandown Park.
· $1.75 billion towards the North East Link.
9 State of Victoria 2017 (Department of Premier and Cabinet). Victorian Infrastructure Plan: https://www.premier.vic.gov.au/wp- content/uploads/2017/10/2017_Victorian_Infrastructure_Plan.pdf
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· $225 million to duplicate and electrify the Frankston rail line to Baxter.
· $5 billion towards a rail link from Melbourne Airport to the CBD.
· The Victorian Government will provide $3 million for design and planning works to begin on a new tram route to connect Caulfield and Rowville.
· The Federal Government will provide $475 million for a rail link to Monash University’s Clayton campus (this will require capacity upgrades on the Dandenong line).
· $140 million towards urban road congestion projects (yet to be determined).
2.3.4 Regional plans and studies
Key recent, regional documentation also includes, amongst others:
· South East Melbourne’s Regional Plan (2015) – sets out how the seven SEM Councils will work together to address and respond to issues, including transport issues.
· South East Melbourne’s Platform for Growth plan (2016) – includes relevant transport projects.
· SEMITG’s regional Freight Strategy (2016) – outlines proposed freight-related directions and initiatives to ensure that the Region’s economy and freight activities remain competitive and efficient.
· Southern Melbourne Regional Development Agency Regional Plan (2016-2019) – provides a framework for collaborative action to enhance the performance of the region.
· Eastern Transport Coalition (ETC) Transport Priorities – part of the South East region overlaps the Eastern region. The ETC, which consists of seven councils, advocates for integrated transport services to reduce the level of car dependency so as to secure the economic, social and environmental well- being of the region. Priorities that tend to overlap those in the South East include: o Development of the Rowville rail line o A regional south east corridor dedicated rail track o Removal of additional level crossings o Increased train frequency o Improved bus services and frequency and increased SmartBus provision o Bus routes to key employment areas o Intelligent transport systems for trip reliability o Westall road extension o Glasscocks Road construction Dandenong South east west access upgrades o Upgrade of bicycle infrastructure o Additional bike parking at stations
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3. A Vision for a Connected South East
3.1 Vision
In the future, Melbourne’s South East will have a world class inter-connected transport system that supports long-term and smart growth, a healthy and sustainable environment, and access to opportunity for all.
3.2 Strategy directions
The next decade offers the opportunity for the South East to further strengthen the region’s economy and improve the quality of life for people living in, working in and visiting the region. Transport plays a critical role in delivering the changes needed. The challenge for the strategy is to identify where future investment should be targeted to ensure maximum impact towards achieving economic, social and environmental aspirations.
The following four key directions provide a focus for transport investment in the South East over the next 10 years and beyond, to achieve the above vision:
· Growing a thriving and diverse economy
· Making the South East accessible to all
· Enhancing liveability and sustainability
· Evolving the network to strengthen communities
These directions build on the strategic actions of the 2010 Strategy, as well as incorporating the SEMITG Freight Strategy objectives, to meet the transport challenges ahead. They also align with the objectives of the Transport Integration Act (TIA) and Plan Melbourne directions.
To reach these directions, a number of indicators have been set, as outlined overleaf. Each of the recommendations in this strategy aim to help meet one or more of these indicators, which in turn contribute to the achievement of the strategy’s directions and, ultimately, the vision for the region. Further narrative around the strategy directions and the transport indicators is provided within the sections 4 to 7.
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Evolving the network to strengthen Directions Growing a thriving and diverse economy Making the South East accessible to all Enhancing liveability and sustainability communities
Description The South East is a thriving place to live, visit and do People and places are connected across the region. The South East is a liveable place where people want The region enjoys smart growth, with aligned and business. to be. integrated transport networks and land use The South East’s transport networks will be expanded development. The transport system will stimulate an innovative, to provide more travel choices to keep the region The rich natural environment and vibrant diverse, flexible and competitive economy, moving as the population grows. neighbourhoods remain key factors that influence The transport system will support well-designed urban underpinned by the region’s strengths in people’s choice to live and visit the South East. development, improving the amenity of communities, manufacturing, logistics, agriculture and tourism, Integrated transport networks will promote social and and minimising impacts of the transport system on extractive industries and growing health and economic participation, increase access to a range of The transport system will support a sustainable, adjacent land uses. professional services sectors. jobs, services and activities, and help to reduce social liveable and attractive region, enhancing health, safety disadvantage. and security, while lessening the impact on the natural Innovative approaches, new technology and smart It will support the efficient movement of residents, environment and minimising the use of resources. solutions are adopted to optimise the use of the visitors and goods to, from and within the region, to region’s networks, and maximise community benefits grow the region’s economy in line with Plan from the substantial existing infrastructure Melbourne, Regional Development Plans and local commitments. economic strategies.
Indicators • Sustained business and industry growth – local job • Effective and integrated regional connections – • A safe transport system – contribute towards the • Well designed and managed networks – introduction growth matches population growth increased accessibility and use of public transport, to Transport Accident Commission’s (TAC) Towards of new technology to manage demand, measurable access residences, employment, markets, services Zero strategy to reduce the number of annual fatalities increase in capacity to support intensified urban • Efficient and reliable freight movement – improved and recreation. Fast and convenient interchanging, on Victoria’s roads to fewer than 200 by 2020 development and regeneration and dependable journey times on freight corridors and with reduced walking times between services. improved last mile access, longer term rail capacity • Improved journey experience – increased customer • Well planned networks – coordinated planning and increases and mode shift • Improved local links – successful application of 20- satisfaction through easy, legible, comfortable and delivery of transport infrastructure and services in new minute neighbourhoods, with an increased number of secure travel opportunities growth areas and areas of intensified activity that • Convenient commuting - more reliable journey times essential services accessible within a 20-minute walk, supports sustainable travel behaviour to places of employment and increased use of public cycle or local public transport trip • A sustainable, low-emission region – uptake of low- and active transport for commuter travel emission vehicles, electric vehicles and technology • Reduced future demands – smart growth changes • Accessible transport systems for all - compliance that contribute to the Victorian Government's objective how business and residents approach travel, reducing • Sustainable tourist and visitor travel – improved with the DDA and associated standards across the of net-zero emissions by 2050 vehicle ownership and use access to key visitor attractions to increase visitor network spending in line with the Victorian Visitor Economy • Improved health and wellbeing – increase in the • Harnessing technology – reduces travel demand Strategy • Equitable and affordable access - reduced average number, frequency and diversity of the region cycling household cost of transportation through more and walking for transport affordable transport options, including public transport and personalised transport options, and greater coverage and flexibility
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3.3 Key considerations Collectively, the recommendations in this strategy will help to achieve the overarching vision and directions for the region. All of the recommendations are important, but it is recognised that not everything can, or needs to, happen all at once. Informing the recommendations, it is therefore important to also consider the following to ensure the strategy remains ambitious, but balanced.
3.3.1 Smart infrastructure investment The South East benefits from a number of key transport spines. Making the most of these existing networks, ensuring they perform their desired function and are safe and resilient, whilst also harnessing the benefits of current investments is important.
High-performing networks are cost-effective and financially sustainable. Building more infrastructure will not always be the best way to meet infrastructure needs. Innovative approaches to optimise the use of existing infrastructure and manage demands on the network, in combination with strategic provision of new infrastructure, need to be considered to ensure networks continue to meet the region’s transport needs. The relationships between such approaches and options, including how they might enable, complement or inhibit one another also need to be considered.
Major projects will continue to be an important part of the infrastructure planning landscape, but, wherever possible, it will be important to look at alternative, smart, non-build solutions first.
Examples in the South East The South East is already making progress in this area. The Dandenong to Warrigal Road Initiative in particular has introduced real-time technologies and extra on-road services to more effectively manage the increasing demands along the Dandenong to Warrigal Road corridor. In high tourism areas such as Mornington Peninsula, technology trials are also being run during peak tourism periods to assist motorists in making more informed travel choices. The Mornington Peninsula Travel Time Demo for example, uses Bluetooth technology and variable message signs to provide live traffic information so that users of the network are better equipped to manage their journeys.
3.3.2 Embracing uncertainties Despite current trends, forecasts and evidence, the future is uncertain. Factors such as technological advances, changing political cycles, global economic shifts and climate change, amongst others, are likely to impact the shape of the South East region in the coming decades. They are also the greatest unknowns in terms of infrastructure planning.
Recognising that it is impossible to predict the future with any degree of certainty, it is important to be open to the possibilities of change. For infrastructure, this could mean adapting existing assets, building flexibility into planning processes and responding to or adopting new technologies. This strategy recognises the need for ongoing collaboration into the future and will be updated as circumstances change to allow the strategic directions and actions to remains relevant.
3.3.3 Funding and financing The actions resulting from this strategy will have budgetary implications. In an environment where there is increasing pressure on governments to deliver sustained and significant transport infrastructure investment
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programs, it will be important to consider project whole of life costs, non-build/cost-effective solutions and all funding and financing options available. Melbourne’s population growth continues to outstrip other major cities and is seeing a change in investment strategies, in particular with more involvement from the private sector. Broadening the range of options that can support the funding of key projects, as well as their early delivery, is paramount.
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4. Direction 1 – Growing a thriving and diverse economy
The South East is a thriving place to live, visit and do business. The transport system will stimulate an innovative, diverse, flexible and competitive economy, underpinned by the region’s strengths in manufacturing, logistics agriculture and tourism, and growing health and professional services sectors.
It will support the efficient movement of residents, visitors and goods to, from and within the region, to grow the region’s economy in line with Plan Melbourne, Regional Development Plans and local economic strategies.
4.1 Description
Melbourne’s South East region is a major contributor to Victoria’s economy.
The manufacturing sector has been, and continues to be, one of the region’s core economic drivers, producing over 30% of the region’s economic output. Greater Dandenong forms the primary hub of manufacturing activity in Melbourne’s South East, contributing nearly 50% of total South East manufacturing Gross Regional Product (GRP)10. Kingston follows, contributing just over 34%. Despite the down-turn in car manufacturing and in contrast to national trends, manufacturing employment has increased recently in Greater Dandenong and Kingston. The region is adapting through growth in warehousing and logistics, and a shift towards more knowledge based manufacturing activities. This is expected to grow as the Dandenong NEIC develops and expands. To support such growth, however, the NEIC will need high levels of amenity to attract businesses and workers—including public transport, and walking and cycling paths. The cluster needs to be investment-ready for knowledge-intensive firms and jobs.
Health and professional services are upcoming growth sectors in the region. Dandenong, Frankston and Berwick in particular have become regional health hubs servicing the South East region, and as such has been designated health and education precincts. Service oriented industries are anticipated to provide the next wave of employment opportunities in the South East over the coming 10 years11. Employment in the sector is closely aligned with growth in income and population growth, and is predicted to grow due to an ageing population and the increased demand for health services. Planning for the growth of these precincts will need to focus on improving access—particularly via public transport—and diversifying job choices.
In the region’s non-urban areas, rich soils and conducive weather conditions have facilitated strong commercial agricultural production. Food production, wineries, dairy and agriculture continue to be strong components of the local economies of Casey, Cardinia, Mornington Peninsula and Bass Coast. Urban encroachment, escalating land prices and the influx of peri-urban lifestyles, however, place pressure on the sector. With innovations in technology and smart and sustainable farming practices, however, a diversification in agricultural output across the region can be seen. Other innovations such as agri- and eco-tourism are also emerging.
A developing issue for the region is the impact of an increasing demand for extractive resources. It is anticipated that demand will nearly double over the 2015-2050 period and lead to an increase in the need for transport
10 Committee for Dandenong Strategic Agenda 2016-2019 11 Southern Melbourne RDA, 2016. Regional Plan 2016-2019 https://www.rdv.vic.gov.au/__data/assets/pdf_file/0004/1151545/Southern-Melbourne- RDA-Regional-Plan-2016-2019.pdf
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infrastructure12. The majority of this demand is expected in central and fringe areas of Metropolitan Melbourne such as Casey, driven by strong population growth projections. South Gippsland and Cardinia form two of the top five strategic resource locations. The implications are that many of these resources will need to be transported from, through and to the region resulting in more heavily laden trucks on our roads together with additional rail freight. There is a potential for both arterial and local roads to be put under strain and some local towns affected by heavy traffic. In addition, there will be planning and amenity issues surrounding the location of batching plants for concrete and asphalt and the impact of quarries on local residents.
Tourism is a key economic driver, with the region being home to some of the State’s prime and growing tourist destinations. These include Bass Coast and Phillip Island, the Dandenong Ranges and Yarra Valley, the Mornington Peninsula and Western Port. Nature-based tourism visitors represented 70% of all international overnight visitors to the State in 2013–14. Domestic nature-based visitors had approximately 4.3 million day trips to and within Victoria. With new investment in infrastructure and improvements to marketing, product development and the visitor experience, there are huge opportunities for the region to increase its share of the tourism market.
To remain prosperous, the region must remain attractive to investment. National employment and innovation clusters will be a focus for knowledge based and high-productivity jobs, together with key industrial precincts, transport gateways, health and education precincts and metropolitan activity centres. Smart investments in infrastructure projects that accelerate local investment and job creation in these clusters, and continue to stimulate economic growth, are critical to the region.
Priorities for transport in the region therefore include:
· Facilitating the development of national employment and innovation clusters
· Supporting the significant employment and servicing role of health and education precincts
· Supporting major transport gateways as important locations for employment and economic activity
· Planning for industrial land in the right locations to support employment and investment opportunities
· Supporting the extractive resource industry
· Supporting sustainable tourism as a key economic driver
Indicators of success: · Sustained business and industry growth – local job growth matches population growth · Efficient and reliable freight movement – improved and dependable journey times on freight corridors and improved last mile access, longer term rail capacity increases and mode shift · Convenient commuting – more reliable journey times to places of employment and increased use of public and active transport for commuter travel · Sustainable tourist and visitor travel – improved access to key visitor attractions to increase visitor spending in line with the Victorian Visitor Economy Strategy
12 PWC, 2016. Extractive Resources in Victoria: Demand and Supply Study 2015-2050. http://earthresources.vic.gov.au/earth-resources/industry-and- investment/minerals-development-victoria/helping-victoria-grow-extractive-resources-in-victoria,-demand-and-supply-2015-2050
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4.2 Commitments
Table 4.1: Major infrastructure investments
Estimated Delivery Description 2018 2019 2020 2021 2022 2023 2024
$100 million for the planning and preconstruction of the North East Link
The Monash Freeway Upgrade (Stage 1) and Monash Freeway Upgrade Stage 2.
$1.6 billion for the Caulfield to Dandenong Rail Project.
Level Crossing Removals to remove 19 of the most dangerous and congested level crossings in the South East.
$375 million to build the Mordialloc Bypass, a new 9km arterial between Mornington Peninsula Freeway and Dingley Bypass.
$175 million for the Thompsons Road Upgrade, duplicating 10.7km to improve connectivity.
$38.4 million for the Hallam Road Upgrade between Ormond Road and South Gippsland Highway.
South Road Traffic Study to understand the current and future road needs of South Road in Moorabbin. $3.2 million for Phillip Island Road Infrastructure Corridor Planning, to plan for future improvements on Phillip Island Road including San Remo and Cowes. $9.7 million for the Phillip Island Road - Back Beach Road roundabout at Sunderland Bay. $6.7 million for a roundabout at the intersection of Woolamai Beach Road – Phillip Island Road. Joint Australian and Victorian Government $58 million project to take trucks off local roads and connect the Port of Melbourne to major freight hubs using the existing rail network through port-rail shuttles e.g. Dandenong South. $2.2 billion to upgrade 13 key arterial routes across the northern and south-eastern suburbs, including: · duplicating Healesville-Koo Wee Rup Road in Pakenham · duplicating Narre Warren-Cranbourne Road in Cranbourne · duplicating Lathams Road in Seaford · widening Pound Road West/Remington Drive in Dandenong South · duplicating Hallam North Road · intersection and road safety upgrades on Golf Links Road in Langwarrin South and · upgrading two intersections with traffic lights on Thompsons Road in Cranbourne $20 million for the Canterbury Road upgrade from Dorset Road in Bayswater North to Mount Dandenong Tourist Road in Montrose.
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4.3 Strategic Actions
The recommendations below cover a range of initiatives to support the development of employment centres, industrial precincts and the tourism industry in the South East. These include improving access to jobs and services, enhancing cross-town freight and tourist travel and upgrading first and last-mile connections.
While some of the recommendations that appear under other directions, such as increasing the share of walking and cycling as a transport mode and preparing for the arrival of driverless vehicles, have not been identified specifically under this direction, there is clearly potential for these actions to help improve access to employment centres and visitor destinations across the region as well. All recommendations, including their primary and supporting directions, are summarised in Table 8.1.
Program Enhancing freight networks and their efficiency
Description Freight volumes across the South East are expected to increase over the coming decades. While demand will be influenced by a number of factors, including technological advances and the shift in growth from goods to services, this program recognises the need to plan ahead to address pressures across the freight network to improve transport efficiency, productivity and environmental impact. There is a need for key network connections and upgrades (to key routes and terminals) for local and inter- state freight movements, to support the creation of a safe and secure, efficient, reliable and integrated freight system in the South East. This will require capacity planning and utilisation of new technology to meet peak demand to the benefit of the region, other metropolitan councils, and through traffic to/from Gippsland. Key freight movements and corridors that form a focus for the region are highlighted in Figure 4.1. There are still a number of strategic decisions to be made at the state level, including the location of a potential second container port and the role of rail in supporting the freight task, which will have a significant impact on freight movements in the South East. Planning for an efficient freight network will therefore require partnerships between all levels of government and industry, and an integrated approach to land use planning.
Key projects · Western Port Highway corridor upgrade · Port Rail Shuttle: Port of Melbourne to proposed Lyndhurst intermodal terminal · First- and last- mile connections · Westall Road extension - Monash Freeway to Princes Highway · North East Link · Bass Highway and South Gippsland Highway upgrades · Governor Road duplication (Springvale Road to Boundary Road) including replacing the Governor / Boundary Road roundabout with traffic signals.
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Figure 4.1: Program: Enhancing freight networks and their efficiency
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Program Improving the accessibility of employment centres
Description Employment centres in the South East will be critical to the state’s economy over the long term. They form important employment destinations for residents, but access to them needs strengthening. This program advocates for targeted network upgrades surrounding major employment centres and connecting to existing heavy rail lines, to support intense development and business interaction by improving access and removing bottlenecks. Feasibility and planning of the networks, integrated with broader land use and transport planning, needs to be undertaken and a range of transport technologies considered. Design prioritisation should be given to upgrades that support mode choice, such as road upgrades that also support the creation mass transit bus networks. Key centres across the South East that should be considered as part of this program include the designated NEICs (Dandenong and nearby Monash), health and education precincts, major transport gateways and major activity centres. Key road and rail corridors between these centres are highlighted in the figure below.
Key projects · Glasscocks Road construction - Frankston-Dandenong Road to Cranbourne North, including grade separation of the Cranbourne railway line · Thompsons Road extension - Clyde Road to Cardinia Road · Dandenong Bypass extension - South Gippsland Highway to South Gippsland Freeway · South Gippsland Freeway / M1 Monash Freeway south to east connection · Level crossing removals beyond current commitments. The following are considered a priority for the region: · Racecourse Road level crossing · McGregor Road level crossing · Brunt Road level crossing removal · Webb Street Narre Warren level crossing
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Figure 4.2: Program: Improving the accessibility of employment centres
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Program Supporting the logistics of the extractive industry
Description Demand for extractive resources are predicted to double over the 2015-2050 period and lead to an increase in the need for transport infrastructure. Demand will be driven by central and fringe areas of Melbourne. South Gippsland and Cardinia are two of the top five strategic resource locations. While the offsite effects of extractive industries, their processing and the transport of related products can sometimes be challenging, extractive resources form an essential component of our environment that underpin our economy and lifestyle. This demand will impact on transport routes including arterial and local roads.
Key projects Establish a coordinated program between State and local governments and industry to safeguard extractive resources, plan for batching and processing locations and ensure that appropriate transport routes are planned for and protected.
Program Support sustainable tourism as a key economic driver
Description Tourism is a significant industry for the South East, with opportunities for growth. Greater connectivity through upgraded transport networks and quality telecommunications will help the South East to maximise and sustain economic value from its natural advantages as a key tourist destination. This program will involve identifying and developing initiatives that support regional economic growth and investment, driven by higher levels of visitation, longer stays and higher expenditure. It will require advocating to the Victorian Government for key network connections and upgrades, supported locally through the development of a program of innovative Council-led initiatives targeted at improving access to key tourist destinations across the region. Projects will need to balance access in line with environmental sustainability of natural assets.
Key projects · Mornington Peninsula Freeway duplication (Jetty Road to Boneo Road) and Southern Peninsula congestion management · Widening Peninsula Link between Eastlink and Frankston-Flinders Road · Cowes to Stoney Point Car Ferry · Phillip Island Road upgrades · Victoria’s Strategic Cycling Corridors and trails · South East Airport
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Figure 4.3: Program: Support sustainable tourism as a key economic driver
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5. Direction 2 – Making the South East accessible to all
People and places are connected across the region.
The South East’s transport networks will be expanded to provide more travel choices to keep the region moving as the population grows.
Integrated transport networks promote social and economic participation, increase access to a range of jobs, services and activities, and help to reduce social disadvantage.
5.1 Description
The South East is known as the population centre of Melbourne. The region has grown rapidly over the past few decades and is now home to over 1.2 million people. Growth is forecast to continue; by 2031, 1.5 million people are expected to call the South East home, with further growth anticipated beyond this.
Surging population growth in the South East, however, is outstripping jobs growth, transport infrastructure and service investments. Together with the relative size and geography of the South East, this can contribute to considerable travel distances for residents to get to places of employment, access services and participate in activities. As such, the region is heavily dependent on the private car, with some of the highest rates of car ownership in Australia. While high capacity rail services are improving, public transport networks have largely failed to adapt to new land use patterns and irregular working hours. Much of the South East suffers from low levels of public transport accessibility, meaning those that rely on them have less opportunity to access key activities and amenities.
The changing age structure of the region means that the accessibility problems are likely to get worse over time. By 2031, nearly one fifth of the region’s population will be aged over 65. This will present increasing challenges for those wishing to access community services and infrastructure. Those who are unable to access a car could find their transport choices limited.
The transport system needs to adapt. High-quality road and rail networks are needed, that offer a range of sustainable, efficient, accessible and affordable transport options that readily connect neighbourhoods, workplaces, community facilities, services and enable people to participate in community life.
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The efficiency, simplicity of the transport network and the quality of connections between modes can make a major difference to people’s willingness to use public transport and expand the range of jobs and services they can access.
Improving public transport connections to the NEICs and key employment zones throughout the South East would increase employee opportunities and work-choice location. Progressive upgrades to the local bus network, with a focus on increased frequency, priority and reliability, would help to support local travel, particularly to service, recreational and social activities, as well as personal business and education. Provision of more real-time information would also enable better trip planning and improve user confidence, choice and satisfaction with the service.
As the population centre of Melbourne, access to services within the South East is critical to increasing opportunities for the growing population and business. Priorities for transport in the region therefore include:
· Providing high-quality public transport access to job-rich areas
· Improving local travel options to support 20-minute neighbourhoods
· Providing safe, sustainable, affordable and legible transport options for travel in the region
· Planning, designing and operating public transport infrastructure in accordance with accessibility principles and provisions of the Disability Discrimination Act (DDA)
· Supporting the provision of accessible, affordable, personalised and on-demand transport options to connect with and complement public transport to achieve greater coverage and flexibility
Indicators of success: · Effective and integrated regional connections – increased accessibility and use of public transport, to access residences, employment, markets, services and recreation. Fast and convenient interchanging, with reduced walking times between services. · Improved local links – successful application of 20-minute neighbourhoods, with an increased number of essential services accessible within a 20-minute walk, cycle or local public transport trip · Accessible transport systems for all – compliance with the DDA and associated standards across the network · Equitable and affordable access – reduced average household cost of transportation through more affordable transport options, including public transport and personalised transport options, and greater coverage and flexibility
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5.2 Commitments
The Melbourne Metro13 is the next major rail infrastructure project designed to significantly increase the capacity of the Victorian rail network. This project will include twin 9km tunnels and five new underground stations at North Melbourne, Parkville, State Library, Town Hall and Anzac, with construction anticipated between 2018 and 2025. Melbourne Metro will create 45% more capacity on the Cranbourne and Pakenham lines and 15% more capacity on the Frankston line during peak periods, which will enable more trains, less crowding and a more comfortable journey on these lines.
Table 5.1: Major infrastructure investments
Estimated Delivery Description 2018 2019 2020 2021 2022 2023 2024 2025
Melbourne Metro, including 9km twin rail tunnels and five new underground stations $2.3 billion in 65 next-generation High Capacity Metro Trains (HCMT) for the metropolitan network
$187.4 million for train stabling at Kananook
$63 million for the Frankston Station Precinct Redevelopment
$62.5 million commitment for more train, tram and bus services
$193.2 million to maintain the public transport Night Network
$572 million to upgrade the Cranbourne and Pakenham line
5.3 Strategic Actions The recommendations under this strategic direction focus on increasing transport choice to reduce barriers to mobility, as well as making built infrastructure more accessible for people with mobility challenges. Infrastructure can be an enabler for inclusive communities, but in many cases it is currently a barrier.
In particular, the recommendations recognise that a range of sustainable, efficient, accessible and affordable transport options that readily connect neighbourhoods, workplaces, community facilities and services across the South East, are critical.
TFV is the lead agency with overall responsibility for planning and providing bus and rail services. The region’s role is to inform and work with TFV and relevant departments in the development, expansion and upgrade of public transport services and infrastructure throughout the region.
13 State Government of Victoria, 2017. Metro Tunnel http://metrotunnel.vic.gov.au/
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Program Providing high-quality public transport connections
Description Strategic investment into the road and public transport network will play a key role in making the network more efficient and reliable. This program advocates for network upgrades and enhancements required to meet future demand for public transport links in the South East. It also seeks to remove physical and operational constraints on the region’s bus and rail networks to maximise the use of the existing assets, increase the reliability of passenger services, reduce ongoing maintenance costs and support the delivery of additional services. The first step will require a review of the existing public transport routes and services. Focusing on major employment centres and connections to existing heavy rail lines, this review will identify and advocate for the progressive delivery of more targeted services and the creation of mass transit bus networks. While there has been an increased commitment to funding heavy rail in the metropolitan area, bus services continue to be under funded as a transport mode. Bus services are the principal mode for 70% of metropolitan Melbourne. Where appropriate, upgrades should include bus priority measures to ensure bus trips are fast, frequent and reliable. Feasibility and planning of the networks will need to be undertaken. Priorities will be identified to support land use plans. This program also supports the duplication of the Cranbourne rail line and its extension from Cranbourne to Clyde, to better connect growth precincts with Dandenong and Melbourne CBD. Providing early train station certainty at Cranbourne East and Clyde would enable a desirable integrated land use and infrastructure outcome with higher density housing and commercial activity in close proximity to the new stations and along the rail corridor. Key public transport movements are highlighted in the figure below. Rail and bus network improvements to cater for such movements will provide residents with viable alternative transport options to the private car, reducing congestion and create a more efficient and reliable transport network for residents.
Key projects · Bus network review (including consideration of bus contracts) and investment in revised routes and improved service levels · Employment centre mass transit (BRT) network and SmartBus expansion · Clyde Rail extension and line capacity improvements through to Dandenong · Duplication of Lilydale and Belgrave lines (including new Cavehill station) · Extend the electrification of the rail line from Frankston to Baxter · Advocate for the delivery of a rail line to Melbourne Airport, linking with both central Melbourne and the south east
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Figure 5.1: Program: Providing high-quality public transport connections
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Program Increasing mode choice, coverage and flexibility
Description To improve connections for more residents, this program supports the provision of accessible, affordable, personalised and on-demand transport options to increase mode choice and achieve greater coverage and flexibility of transport services. It encourages investment in walking, cycling and local public transport options that connect with essential services and complement primary public transport routes, particularly in areas where people have fewer travel options, to reduce car dependence, improve local links and maintain adequate transport connectivity across the region. A key element of this program will be to support the redeployment of local community transport and taxis (or similar) to provide on-demand services in more rural areas of the region, including for people who experience mobility challenges. This initiative may require ongoing subsidies and regulatory changes. Demand-responsive transport can improve transport access and provide a cost effective alternative to conventional public transport services, particularly in lower density areas.
Key projects · On-demand transport services - redeployment and expansion of local community transport and taxis (or similar) and exploration of rideshare pick up locations in activity centres
Program Enhancing user experience
Description This program seeks to address legacy issues with existing infrastructure and support new ways to improve accessibility. It advocates for the upgrade of existing infrastructure and the better design of new infrastructure to improve accessibility of the public transport network, reduce barriers to mobility and enhance the user experience. It will focus on identifying and supporting upgrades at key transport interchanges that facilitate faster and easier passenger access and transfers, including for people with mobility challenges, and create an accessible multi-modal network. In particular, upgrades to meet requirements under the Commonwealth Disability Discrimination Act 1992 are critical. Key upgrades include: • Additional access points where possible both into/out of high demand rail stations. • Improved passenger amenity including real-time information, clear wayfinding, better ramps, more sheltered areas, hearing loops, accessible toilets and assistance call buttons etc. • Improved cycle access to mass transit stations. • Outfit of both existing and new rolling stock with wheelchair lifts, allocated spaces, hearing loops and assistance buttons. Priority interchanges for upgrade include those that serve the Dandenong NEIC and Major Activity Centres, but consideration should also be given to high volume or end of line stations. Providing fast, attractive and accessible interchanges between different transport modes encourages public transport usage and facilitates safer and more enjoyable public transport journeys.
Key projects · Enhance intermodal transfers and public transport accessibility at key interchanges
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Figure 5.2: Program: Enhancing user experience
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6. Direction 3 – Enhancing liveability and sustainability
The South East is a liveable place where people want to be
The rich natural environment and vibrant neighbourhoods remain key factors that influence people’s choice to live and visit the South East.
The transport system supports a sustainable, liveable and attractive region, enhancing health, safety and security, while lessening the impact on the natural environment.
6.1 Description
Liveability reflects the wellbeing of a community and comprises the many characteristics that make a location a place where people want to live now and in the future (Victorian Competition and Efficiency Commission).
The rich natural environment and vibrant neighbourhoods remain key factors that influence people’s choice to live and visit the South East. The open space, natural heritage, transport networks and prosperous economy, help to bring people and businesses to the South East, and contribute to making Melbourne the world’s most liveable city.
There are concerns, however, about growing disparities within central Melbourne and across the wider metropolitan area. Growth areas are a key concern, particularly new low-density outer suburban growth areas. Such areas are experiencing such rapid population growth that it is difficult for essential services and infrastructure provision, as well as employment, to keep pace. Without adequate planning around these, Melbourne could become less liveable—risking social cohesion and economic growth.
Transport plays a key role. Melbourne’s transport networks link people to jobs and businesses to markets— making the city productive and liveable. In the South East, however, a high reliance on private vehicle travel and the related issues of congestion and air and noise pollution impact on amenity and the environment. Air quality, road safety, access to green spaces, levels of physical activity and opportunities for social interaction, also impact on the health and wellbeing of residents. Attracting more trips to sustainable modes of transport and reducing congestion on the road network are key strategies for managing the amenity and environmental impacts of transport infrastructure and operations to protect and enhance liveability in the region.
Growth in the region, in combination with climate change, is also testing the resilience of the natural and built environment. In the future, the region will need to be more sustainable and resilient. To respond to the challenge of climate change and ensure the region becomes more sustainable as it grows, a green economy needs to emerge—built around renewable energy, environmentally sustainable development and resource recovery. Victoria has committed to reduce its greenhouse gas emissions to net zero emissions by 2050, to help achieve this the region must reduce energy demand, improve energy efficiency and increase the share of renewable energy.
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The South East is a region of growth, and with that comes the opportunity to grow more liveable, more sustainable and more prosperous. Priorities for transport in the region therefore include:
· Planning and delivering high quality and accessible walking and cycling pathways and infrastructure to encourage more active lifestyle choices and reduce emissions.
· Promoting and facilitating the uptake of low-emission vehicles, alternative energies and new technology to improve vehicle efficiency.
· Designing and operating transport networks to improve amenity, road safety and reduce impacts on the natural environment.
Indicators of success: · A safe transport system – contribute towards TAC’s Towards Zero strategy to reduce the number of annual fatalities on Victoria’s roads to fewer than 200 by 2020 · Improved journey experience – increased customer satisfaction through easy, legible, comfortable and secure travel opportunities · A sustainable, low-emission region – uptake of low-emission vehicles, electric vehicles and technology that contribute to the Victorian Government's objective of net-zero emissions by 2050 · Improved health and wellbeing – increase in the number, frequency and diversity of the people cycling and walking for transport
6.2 Commitments
Table 6.1: Major infrastructure investments
Estimated Delivery Description 2018 2019 2020 2021 2022 2023 2024
$100 million Safe Cyclists and Pedestrians Fund, which will deliver the Dandenong central pedestrian project and three Strategic Cycling Corridors in the region.
$7.4 million for the Carrum to Warburton trail, Bayswater to Lilydale shared path link.
$10 million for Mount Dandenong Tourist Road widening and safety improvements
Upgrade of the Mornington Peninsula Freeway to include the installation of more than 80km of continuous flexible safety barriers.
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Estimated Delivery Description 2018 2019 2020 2021 2022 2023 2024 A number of intersection improvement projects, to address ongoing safety concerns, including: · Western Port Highway and Robinsons Road, Langwarrin intersection upgrade · Bass Highway intersection traffic signals and raised safety platform · Phillip Island Road intersection upgrades with the construction of two major roundabouts · Narre Warren North Road intersection upgrades, Narre Warren North
6.3 Strategic Actions
The South East’s natural environments are essential assets for the region and state. The recommendations below seek to ensure that impacts of the transport system on these assets are lessened, health, safety and security are enhanced, and that Melbourne’s ‘liveability’ is shared by all.
There is great opportunity for increased investment in walking and cycling infrastructure across the South East to help increase its share as a transport mode. In addition to expected health benefits, such an investment would help to reduce congestion and the negative environmental impacts of transport. As such, it forms a key focus in the recommendations.
Initiatives under other directions in this strategy, such as Enhancing User Experience, could also encourage and enable the uptake of more sustainable modes of travel.
Program Moving Towards Zero
Description Towards Zero14 is a vision for a future free of deaths and serious injuries on Victorian roads. This program seeks to support that vision and the creation of a safer road system in the South East. It will involve working with the TAC and VicRoads, to develop and implement a program to tackle road user safety across the region, focusing on accident blackspots, vulnerable road users and emerging best practices and technology.
Considerable work has been undertaken in this space by Mornington Peninsula Shire in establishing their Towards Zero Municipality Initiative. Consideration should be given to how this approach can be adopted and expanded across the South East region.
Key projects · Address accident blackspots using existing programs · Build on the initial roll out of the Safer Cycling and Pedestrians Initiative, with a focus on wider expansion to major centres and corridors in the region.
14 TAC, n.d. Towards Zero https://www.towardszero.vic.gov.au/
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Program Attracting more trips to sustainable modes of transport
Description The strategy seeks to increase the region’s share of walking and cycling trips. To achieve this will require collaboration between SEMITG and other tiers of government to deliver quality walking and cycling environments across the region. It will also take willingness from individuals to change the way they travel in the South East. This program will involve planning and supporting the delivery of high quality and accessible walking and cycling pathways and infrastructure to encourage more active lifestyle choices and improve the health and wellbeing of residents. Through engaging with Active Transport Victoria (ATV), VicRoads and other relevant bodies, it will seek to accelerate investment in the roll-out of Victoria’s Strategic Cycling Corridors and trails, and increased provision of end-of-trip cycling facilities. Priorities will focus on providing ‘local links’ that give direct access from residential areas to major destinations such as schools, universities, public transport nodes and key centres for employment and local services. Investment in high-quality, direct active transport infrastructure will help to provide viable alternative modes of transport for both recreational and work-based travel, improving amenity, road safety and helping to reduce impacts on the natural environment.
Key projects · Victoria’s Strategic Cycling Corridors and trails · End-of-trip cycling facilities
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Figure 6.1: Program: Attracting more trips to sustainable modes of transport
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Program Reducing the environmental impacts of transport infrastructure
Description In common with other areas, there is a need in the South East to minimise the negative effects of travel on the environment. This program will advocate for the management of the transport system in such a way that actively contributes to environmental sustainability. This will include supporting and implementing a range of measures to minimise transport-related emissions and noise, promote less harmful forms of transport and improve the environmental performance and energy efficiency of all transport modes. It will be important to leverage the benefits of new and emerging technologies to maximise environmental outcomes. A key element of this program will include targeted network upgrades to support a reduction of through traffic and heavy vehicles through regional centres, including the completion of missing links and town bypasses. Work in this area would reduce the number of vehicles in areas of significant place value, improving liveability, road safety and the local environmental. Priority locations should be confirmed in line with the TFV Movement and Place framework and SEMITG Freight Strategy.
Key projects · Constructing town bypasses · Traffic calming where major roads pass through town centres and major activity precincts
Program Improving transport infrastructure resilience
Description There is a need for the region's critical infrastructure to be more resilient and adaptable in the face of growing challenges, particularly climate change, and unexpected disruptions. This program will advocate for improved modelling, network planning and upgrades to address critical infrastructure issues, including building the resilience of information and communications technology (ICT), public transport and transport contingency planning.
Key · Support the implementation of Victoria's Critical Infrastructure Resilience Strategy initiatives and TFVs Network Impact Management Plan
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7. Direction 4 – Evolving the network to strengthen communities
The region enjoys smart growth, with aligned and integrated transport networks and land use development
The transport system will support well-designed urban development, improving the amenity of communities, and minimising impacts of the transport system on adjacent land uses.
Innovative approaches and smart solutions are adopted to optimise the use of the region’s networks, and maximise benefits from the substantial existing infrastructure commitments.
7.1 Description
The South East remains one of the fastest-growing regions in the State, with total population expected to reach 1.5 million by 2031 and further growth beyond. Casey is forecast to accommodate much of this growth and is one of the State’s largest-growing local government agencies (LGA)15. Cardinia is also forecast to experience significant growth and is one of the State’s fastest-growing LGAs.
The way development occurs has a fundamental impact on how, where, why and when people travel. Rapid population growth and urban expansion has placed an increased pressure on existing infrastructure and services in the region. Managing this growth and reducing the strain on the key transport spines requires the effective integration of land use and transport. This will involve increasing the density of development, (particularly around transport nodes, activity centres and employment precincts) to create the critical mass to make a range of services viable. Providing suitable connections within and between transport modes to meet demands for safe, efficient and connected end-to-end journeys is also essential.
Land use and transport delivery also needs to be coordinated to ensure high levels of accessibility as development occurs. Delays in the delivery of transport services in the growth areas, for example, has further entrenched car-dependent travel patterns across the region and reduced the accessibility of new developments.
Building more infrastructure will not always be the best way to meet infrastructure needs. Making the most of existing networks and infrastructure commitments, improving the attractiveness of sustainable transport options and ensuring networks perform their desired function will be increasingly important. Innovative approaches to optimise the use of existing infrastructure and manage demands on the network need to be considered, in conjunction with the strategic provision of new infrastructure where necessary, to ensure transport networks continue to meet the region’s transport needs.
Transport systems are not static; networks, operating systems, maintenance solutions, vehicles, communication and information technologies are continuing to evolve at a rapid rate. The digital age is advancing, and is likely to disrupt today’s services and infrastructure. As such, there will be an increasing need for adaptability and flexibility in the transport system.
Design innovations can assist in achieving better transport outcomes. ‘Smart’ technology, such as that being introduced on the Monash Freeway, will provide faster, safer and more reliable journeys, using real-time data to
15 Victoria State Government, 2017. Victoria in Future 2016 https://www.planning.vic.gov.au/__data/assets/pdf_file/0014/14036/Victoria-in-Future- 2016-FINAL-web.pdf
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manage the network and help road users avoid disruptions. The development of automated vehicles over the coming years is also anticipated to open up a variety of opportunities for road users, and has the potential to increase safety and reduce congestion and environmental impacts. Regularly reviewing, trialling and adopting innovative solutions to meet the needs of the South East will ensure the transport network remains responsive and accessible.
An integrated approach to land-use and transport planning will be important to ensure infrastructure and essential services are managed efficiently to meet future needs. Priorities for transport in the region therefore include:
· Planning and delivering transport that is consistent with and supports the intents of land use development plans.
· Maximising the utility of existing infrastructure assets and consider strategies to influence behaviour changes, to reduce the demand for new infrastructure.
· Maximising benefits from innovations in transport technology, infrastructure and service provision to deliver a more efficient and sustainable transport network.
· Facilitating the collection and sharing of data to support transport planning and decision making.
· Considering the adaptability of infrastructure and its potential shared use when preparing infrastructure strategies and plans.
Indicators of success: · Well designed and managed networks – introduction of new technology to manage demand, measureable increase in capacity to support intensified urban development and regeneration · Well planned networks – coordinated planning and delivery of transport infrastructure and services in new growth areas and areas of intensified activity that supports sustainable travel behaviour · Changing travel patterns – smart growth changes how business and residents approach travel, reducing vehicle ownership and use · Greater mobility and choice – transport services will be convenient and responsive. New forms of mobility will be harnessed for the benefit of communities.
7.2 Commitments
Table 7.1: Major infrastructure investments
Estimated Delivery Description 2018 2019 2020 2021 2022 2023 2024
The Monash Freeway Upgrade and Monash Freeway Upgrade Stage 2.
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Estimated Delivery Description 2018 2019 2020 2021 2022 2023 2024 Dandenong to Warrigal Road Initiative introduces smarter, real- time changes to help manage the increasing demands along the Dandenong to Warrigal Road corridor.
Mornington Peninsula Travel Time Demo. Technology trial provides drivers with real-time travel information to make informed decisions when travelling on the southern peninsula.
7.3 Strategic Actions The recommendations under this direction seek to support the better management of the spatial and infrastructure needs of communities across the region.
Providing new infrastructure in areas where there are gaps will be a key initiative. The growth areas in particular have a need for strategic infrastructure to improve access to jobs and services for those that reside there now and who will in the future. However, there is also opportunity for land use planning controls and demand management measures to further support sustainable, long term growth. They are also likely to save infrastructure costs.
Whether providing for growth in new areas or encouraging growth in established areas, it will be critical to maximise the use of transport infrastructure to ensure efficiency, and to improve coordination of land use, infrastructure and service planning across all levels of government.
Further initiatives to support communities in the region are embedded throughout the four directions of this strategy.
Program Expanded strategic road network to support growth
Description The transport strategy advocates for expansion of the road network where necessary. This program seeks the roll out of targeted upgrades to the network, focusing on improving accessibility and the capacity of critical links to support growth. Works should include completing missing links, widening and duplication of existing roads, grade separations, connections to the freeway/highway network and provision of bus lanes to improve safety and local access for people and goods. There is regional support for the South Eastern Roads Upgrade announced as part of the Victorian Budget 2018/19. Additional key routes are highlighted below. It is noted that this will depend on the completion of planning and business case development, as well as funding.
Key projects · South Eastern Roads Upgrade package, and additional key routes
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Figure 7.1: Program: Providing high-quality public transport connections
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Program Managing demands on the network
Description Using the road network wisely is vital to the success of the overall transport system and the economic, environmental and social wellbeing of the South East. This program will involve collaborating with the Victorian Government to develop and implement options to improve road network efficiency, including advanced traffic management systems and demand management measures as part of long-term integrated transport planning. It is noted that the Victorian Government will not introduce new tolls to existing roads. There is little benefit in providing new infrastructure if asset management and ongoing maintenance are not carried out properly. The region consider greater support for road maintenance and upgrades is required, including increased funding for both state and local roads, following further scoping of works and monitoring of outcomes of currently committed investment programs. This will support improved access to jobs and services, improved travel times and road safety, and help to meet the needs of first and last-mile freight connections.
Key · Behavioural change programs initiatives · Demand management measures · Expanded traffic management systems on key routes · Asset management and maintenance
Program Embracing innovations in transport technology
Description New technologies are already being used to improve the function of the transport system, including road and rail. VicRoads Managed Motorways program has shown the ability to improve traffic flows on the state’s most important roads, and transport users across the network are benefitting from better access to information, as shown through the Dandenong to Warrigal Road initiative and Mornington Peninsula travel time demo. As technology continues to advance, the challenge, particularly for government, will be how to best support their deployment as they become available, minimising barriers and ensuring their value to the community is maximised. This program will involve working with Victorian Government, advocating for regulatory changes to enable the testing and deployment of advanced technologies (such as driverless vehicles) and alternative energies to improve traffic flow, increase the operational efficiency of public transport, expand the range of available transport options and potentially improve the carrying capacity, safety and environmental performance of transport networks. Regularly reviewing, trialling and adopting innovative solutions to meet the needs of the South East will ensure the transport network remains responsive and accessible.
Key · Engage with TFV with regards to the testing and deployment of advanced initiatives technologies
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Program Improving transport planning and decision making tools
Description Advocate for improved transport modelling tools, and the wider collection and sharing of data to better assist long-term strategic transport planning and decision making. Transport models and assessment tools are crucial in helping decision-makers to understand existing transport usage and to predict the impact of policy interventions. There are a range of transport models available. SEMITG encourages the ongoing review and development of strategic transport models to ensure that they provide accurate assistance in future planning. Open data and open source software, in conjunction with new crowd sourced data and developments in cloud computing, are providing the materials to revolutionise analytical transport planning and to potentially reduce its costs. Although some headway has been made, this is still a relatively new and rapidly evolving area. The region supports developments in big data and open innovation. Partnerships with Government and Universities will be one way of delivering this, along with other collaborations including with the private sector and third parties.
Key · Investment in improved transport modelling tools initiatives · Support relevant government bodies (TFV, VicRoads, ATV), Universities and the private sector to improve and standardise data capture and analysis
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8. Implementing the strategy
8.1 Implementation
The South East Transport Strategy is a plan for the region’s transport network over the next 10 years. It sets new key directions and strategic actions to support strong growth in the region. It takes into account the significant changes in transport policy and new infrastructure commitments since the previous strategy, to advocate the region’s position on transport and related land use policy to Victorian Government. It also intends to aid alignment between the region and Victorian Government investment in transport infrastructure, service improvements, and programs.
The success of the strategy will depend on how well the strategic actions are implemented, monitored and reviewed over the coming years and decades. The region itself will have a limited a role in implementation; all programs and projects will require a high degree of support and action from other levels of government and the private sector, who will be largely responsible for achieving them. As custodians of the strategy, the region and its member Council’s will contribute through further developing initiatives, producing advocacy documents, as a key stakeholder, partner and facilitator, and by proactively working with other levels of government and the private sector to ensure initiatives delivered by others provide positive outcomes for the region.
It will be the region and its member Council’s responsibility to:
· Promote and coordinate activities that relate to implementing the strategy outcomes
· Encourage involvement of all government levels, industry, the private sector and community in achieving the South East’s future transport needs
· Actively support those State and Federal initiatives that underpin this strategy
· Develop innovative Council-led initiatives to support the region’s transport system
· Monitor and track progress towards achieving the outcomes of the strategy
Action is critical to realising the strategy, and ultimately supporting the lifestyle, environment and economy of the South East.
It is anticipated that implementation will evolve through the delivery of integrated land use and transport plans, as innovative solutions and new ways to manage demands on the networks arise.
8.2 Partnerships and engagement Achieving the strategic directions will be reliant on strong partnerships and engagement across all levels of government, private industry and the community.
The region will continue to explore and develop strategic partnerships with business, government and non- government agencies, and community groups in order to develop and manage the region’s transport system. Collaborations with universities and research institutions should be explored, to improve knowledge and access to the latest research, advancements and developments in relevant fields. Similarly, partnerships with industry sectors and others should continue to be strengthened to support the development of smart, innovative and creative solutions.
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Private industry is becoming increasingly responsible for the delivery of transport innovations and alternative solutions, particularly in the area of new technologies. Expanding opportunities to embrace and work with private industry will provide a competitive edge in managing future transport demands for the region.
Education and awareness campaigns should be used to engage stakeholders and establish support in the delivery of strategy outcomes. Engagement activities should offer the opportunity for all community members to be involved in the evolution of the region’s transport network. Education and awareness of the true cost of car dependence, travel behaviour change initiatives and improved access to active and public transport options across the region will influence these decisions in delivering a more sustainable transport network for the South East.
8.3 Review The pace of growth and change in Melbourne and the South East requires ongoing monitoring and assessment, as a lot can happen in the space of a few years. This may also change some of the assumptions inherent in this strategy.
While it is anticipated that many of the messages delivered in this strategy will remain relevant, over the longer term priorities may change. This could be as a consequence of changing State and local policy and technological advancements.
SEMITG will continue to monitor the outcomes from this strategy and determine at a future time what changes or upgrades may be required for it to remain relevant.
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Table 8.1: Strategy Programs
Major Core Supporting Ref Program Description Contributors Direction Directions
1.1 Enhancing freight Advocate for key network connections and upgrades (to key routes and terminals) for Victorian networks and their local and inter-state freight movements, to support the creation of a safe and secure, Government efficiency efficient, reliable and integrated freight system. Note the projects and proposals in the VicRoads region’s 2016 Freight Strategy. This includes: Private Sector · Western Port Highway corridor upgrade · Port Rail Shuttle: Port of Melbourne to proposed Lyndhurst intermodal terminal · First- and last- mile connections to industry · Westall Road extension - Monash Freeway to Princes Highway · North East Link · Bass Highway and South Gippsland Highway upgrades · Governor Road duplication (Springvale Road to Boundary Road) including replacing the Governor / Boundary Road roundabout with traffic signals
This will require identifying trigger points for upgrades, capacity planning and utilisation of new technology to meet peak demand to the benefit of the region, other metropolitan councils, and through traffic to/from Gippsland.
1.2 Improving the Advocate for targeted road network upgrades surrounding major employment centres Victorian accessibility of (including the Dandenong and nearby Monash NEICs, health and education precincts, Government employment centres major transport gateways and major activity centres) and connecting to existing heavy PTV rail lines, to support intense development and business interaction by improving access LXRA and removing bottlenecks. This includes: VicRoads · Glasscocks Road construction - Frankston-Dandenong Road to Cranbourne North, including grade separation of the Cranbourne railway line · Thompsons Road extension - Clyde Road to Cardinia Road · Dandenong Bypass extension - South Gippsland Highway to South Gippsland Freeway · South Gippsland Freeway / M1 Monash Freeway south to east connection · Level crossing removals beyond current commitments (priorities for the region include: Racecourse Road, McGregor Road, Brunt Road and Webb Street)
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Major Core Supporting Ref Program Description Contributors Direction Directions
Feasibility and planning of the networks, integrated with broader land use and transport planning, would need to be undertaken and a range of transport technologies considered. Design prioritisation should be given to the creation mass transit bus networks and high-quality transport services within job-rich locations such as activity centres.
1.3 Supporting the Establish a coordinated program between State and local governments and industry to Victorian logistics of the safeguard extractive resources, plan for batching and processing locations and ensure Government extractive industry that appropriate transport routes are planned for and protected. VicRoads LGAs Other relevant bodies
1.4 Support sustainable Advocate for key network connections and upgrades that support regional economic Victorian tourism as a key growth and investment, driven by higher levels of visitation, longer stays and higher Government economic driver expenditure. This includes: VicRoads · Mornington Peninsula Freeway duplication (Jetty Rd to Boneo Rd) and Southern LGAs Peninsula congestion management Other relevant · Widening Peninsula Link between Eastlink and Frankston-Flinders Road bodies · Cowes to Stoney Point Car Ferry · Phillip Island Road upgrades · Strategic cycling corridors and bicycle trails · Advocating for the development of an airport in the South East in collaboration with regional stakeholders, including supporting and encouraging legislation to preserve land for a general aviation airport and ensuring urban development does not infringe on possible sites, buffer zones or flight paths.
Support this locally through the development of a program of innovative Council-led initiatives targeted at improving access to key tourist destinations across the region.
Projects will need to balance access in line with environmental sustainability.
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Major Core Supporting Ref Program Description Contributors Direction Directions
2.1 Providing high- Advocate for network upgrades and enhancements required to meet future demand for Victorian quality public high capacity public transport links in the South East. The first step will require a review Government transport of the existing public transport routes and services, to identify priority routes for the TFV connections delivery of more targeted services and the creation of mass transit bus networks. VicRoads Priorities should be identified to support land use plans. This includes: · Bus network review (including consideration of bus contracts) and investment in revised routes and improved service levels · Employment centre mass transit (BRT) network and SmartBus expansion · Clyde Rail extension and line capacity improvements through to Dandenong · Extend the electrification of the rail line from Frankston to Baxter · Duplication of Lilydale and Belgrave lines (including new Cavehill Station) · Advocate for the delivery of a rail line to Melbourne Airport, linking with both central Melbourne and the south east.
2.2 Increasing mode Support the provision of accessible, affordable, personalised and on-demand transport Victorian choice, coverage options to increase mode choice and achieve greater coverage and flexibility of transport Government and flexibility services. Encourage investment in walking, cycling and local public transport options that TFV connect with essential services and complement primary public transport routes, VicRoads particularly in areas where people have fewer travel options, to reduce car dependence, improve local links and maintain adequate transport connectivity across the region. This includes:
· On-demand transport services - redeployment and expansion of local community transport and taxis (or similar) and exploration of rideshare pick up locations in activity centres
2.3 Enhancing user Advocate for the upgrade of existing infrastructure and the better design of new Victorian experience infrastructure to improve accessibility of the public transport network, reduce barriers to Government mobility and enhance the user experience. It will focus on identifying and supporting TFV upgrades at key transport interchanges that facilitate faster and easier passenger VicRoads access and transfers, including for people with mobility challenges, and create an
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Major Core Supporting Ref Program Description Contributors Direction Directions
accessible multi-modal network. In particular, upgrades to meet requirements under the Commonwealth Disability Discrimination Act 1992 are critical.
3.1 Moving Towards In collaboration with the TAC, VicRoads and Victoria Police: TAC Zero VicRoads · Continue to implement a program to tackle road user safety at accident blackspots LGAs across the region; and · Build on the initial roll out of the Safer Cycling and Pedestrians Initiative, with a focus on wider expansion to major centres and corridors in the region. The program could adopt the approach undertaken to date by Mornington Peninsula Shire in establishing their Towards Zero Municipality Initiative, and expand this across the South East region.
3.2 Attracting more trips Plan and support the delivery of high quality and accessible walking and cycling Victorian to sustainable pathways and infrastructure to encourage more active lifestyle choices and improve the Government VicRoads modes of transport health and wellbeing of residents. Continue working with ATV, VicRoads and other ATV relevant bodies to identify priority routes and key destinations for improvement. Advocate LGAs for:
· Accelerated investment in the roll-out of Victoria’s Strategic Cycling Corridors and trails; and · Increased provision of end-of-trip cycling facilities.
3.3 Reducing the Support measures to minimise transport-related emissions and noise, promoting less Victorian environmental harmful forms of transport and improve the environmental performance and energy Government TFV impacts of transport efficiency of all transport modes. VicRoads infrastructure In line with the SEMITG Freight Strategy, advocate for targeted network upgrades, subject to a transparent prioritisation framework, to support a reduction of through traffic and heavy vehicles through regional centres, including the completion of missing links and town bypasses, and traffic calming where appropriate.
South East Transport Strategy 55 Final Transport Strategy
Major Core Supporting Ref Program Description Contributors Direction Directions
3.4 Improving transport Advocate to the Victorian Government for improved modelling, network planning and Victorian infrastructure upgrades to address critical infrastructure issues, including building the resilience of ICT, Government resilience public transport and transport contingency planning. Key initiatives: TFV VicRoads · Support the implementation of Victoria's Critical Infrastructure Resilience Strategy and TFVs Network Impact Management Plan.
4.1 Expanded strategic Advocate to the Victorian Government for the roll out of targeted upgrades to the road Victorian road network to network, through the development of: Government support growth TFV VicRoads · The South Eastern Roads Upgrade package, and additional key routes.
Works should include completing missing links, widening and duplication of existing roads, grade separations, connections to the freeway/highway network and provision of bus lanes to improve safety and local access for people and goods. It is noted that this will depend on the completion of planning and business case development, as well as funding.
4.2 Managing demands Work with the Victorian Government to develop and implement options to improve road Victorian on the network network efficiency, including advanced traffic management systems, demand Government / management measures, bus priority lanes, car-pooling, proactive asset management Private / LGAs and ongoing maintenance regimes as part of long-term integrated transport planning. These should be supported by innovative behaviour change programs. Key initiatives:
· Behavioural change programs · Demand management measures · Expanded traffic management systems on key routes · Asset management and maintenance
South East Transport Strategy 56 Final Transport Strategy
Major Core Supporting Ref Program Description Contributors Direction Directions
4.3 Embracing Advocate for regulatory changes to enable the testing and deployment of advanced Victorian innovations in technologies (such as driverless vehicles) and alternative energies to improve traffic Government transport technology flow, increase the operational efficiency of public transport, expand the range of Private available transport options and potentially improve the carrying capacity, safety and LGAs environmental performance of transport networks. Regularly reviewing, trialling and adopting innovative solutions to meet the needs of the South East will ensure the transport network remains responsive and accessible. This includes:
· Engage with TFV with regards to the testing and deployment of advanced technologies
4.4 Improving transport Advocate for improved transport modelling tools, and the wider collection and sharing of Victorian planning and data to support transport planning and decision making. This includes: Government decision making · Investment in improved transport modelling tools TFV tools · Support government bodies (TFV, VicRoads, ATV), Universities and the private VicRoads sector to improve and standardise data capture and analysis
South East Transport Strategy 57 Final Transport Strategy
Appendix A. Glossary
Abbreviation Description
ATV Active Transport Victoria BRT Bus Rapid Transit CBD Central Business District DDA Commonwealth Disability Discrimination Act 1992 ETC Eastern Transport Coalition GRP Gross Regional Product HCMT High Capacity Metro Trains ICT Information and communications technology IV Infrastructure Victoria LGA Local Government Authority LXRA Level Crossing Removal Authority M1 Monash Freeway MAC Metropolitan Activity Centre NEIC National Employment and Innovation Cluster OSAR Outer Suburban Arterial Roads PPP Public Private Partnership PTV Public Transport Victoria SEMITG South East Melbourne Integrated Transport Group SSIP State Significant Industrial Precinct TAC Transport Accident Commission TFV Transport for Victoria TIA Transport Integration Act
South East Transport Strategy 58 Final Transport Strategy
Appendix B. Summary by LGA Bass Coast 2 Land area (id, 2016) 864km including extensive coastal areas. Agricultural land makes up 90% of the Shire.
Population (ABS, 2016) 33,317 (44,798 by 2031)
Major centres Wonthaggi Major transport · South Gippsland Highway infrastructure · Bass Highway · Phillip Island Road · Bass Coast Rail Trail
What the strategy · Support for one of the fastest growing regional municipalities. means for the LGA · Providing for an ageing population, 28% currently aged 65 and over. · Improving access to significant nature-based tourism assets. · Improving efficiency, productivity and environmental impact of freight movements. · Respond to predicted impact form growth in extractive industries. · Designing and operating transport networks to improve amenity, road safety and reduce impacts on the natural environment. · Provide integrated transport solutions which plan for and connect the growing region Key Programs, · Enhancing freight networks and their efficiency: First- and last- Projects and mile connections, Bass Highway and South Gippsland Highway upgrades Initiatives · Support sustainable tourism as a key economic driver: Bicycle trails; Phillip Island Road upgrades through the implementation of Phillip Island Integrated Transport Strategy, Cowes to Stoney Point Car Ferry · Providing high-quality public transport connections: Development of an integrated South-West Gippsland Transport Strategy · Increasing mode choice, coverage and flexibility: On-demand transport services · Moving Towards Zero: Address accident blackspots · Attracting more trips to sustainable modes of transport: Victoria’s Strategic Cycling Corridors and trails · Reducing the environmental impacts of transport infrastructure: Town bypasses such as Wonthaggi Bypass (Bass Highway through Wonthaggi township) · Improving transport infrastructure resilience · Managing demands on the network: Behavioural change programs; Demand management; Traffic management systems; Asset management and maintenance · Embracing innovations in transport technology · Improving transport planning and decision making tools
South East Transport Strategy 59 Final Transport Strategy
Cardinia 2 Land area (id, 2016) 1,281km
Population (ABS, 2016) 97,625 (161,736 by 2031)
Major centres Officer and Pakenham
Major transport · Princes Highway infrastructure · Pakenham Bypass · Pakenham railway line · Traralgon railway line (V/Line)
What the strategy · Support for one of Victoria's fastest-growing municipalities. means for the LGA · Providing for a young and growing population. · Improving efficiency, productivity and environmental impact of freight movements. · Coordinating planning and delivery of transport infrastructure and services in new growth areas (over 65% of residents travel outside the Shire to work) · Support sustainable travel behaviour and reduce reliance on the private car (84% drive to work). Key Programs, · Enhancing freight networks and their efficiency: First- and last- Projects and mile connections · Improving the accessibility of employment centres: Thompsons Initiatives Road extension - Clyde Road to Cardinia Road; Glasscocks Road construction; Level crossing removals beyond current commitments (i.e. Racecourse Road, McGregor Road, Brunt Road) · Support sustainable tourism as a key economic driver: South East Airport · Providing high-quality public transport connections: Employment centre mass transit (BRT) network and SmartBus expansion · Enhancing user experience: Enhance intermodal transfers and public transport accessibility at key interchanges · Moving Towards Zero: Address accident blackspots; Build on the Safer Cycling and Pedestrians Initiative · Attracting more trips to sustainable modes of transport: Victoria’s Strategic Cycling Corridors and trails · Reducing the environmental impacts of transport infrastructure: Town bypasses such as Lang Lang Bypass (McDonalds Track to Westernport Rd). · Improving transport infrastructure resilience · Strategic infrastructure to support growth: South Eastern Roads Upgrade package, and additional key routes · Managing demands on the network: Behavioural change programs; Demand management; Traffic management systems; Asset management and maintenance · Embracing innovations in transport technology · Improving transport planning and decision making tools
South East Transport Strategy 60 Final Transport Strategy
Casey
Land area (id, 2016) 409km2
Population (ABS, 2016) 313,521 people (437,459 by 2031) Major centres Berwick, Casey, Central Clyde, Clyde North, Cranbourne, Endeavour Hills, Hampton Park, Fountain Gate-Narre Warren Major transport · Monash Freeway infrastructure · Princes Highway · South Gippsland Highway · Western Port Highway · Cranbourne railway line What the strategy · Support for Victoria's largest and fastest-growing municipality and the dominant means for the LGA growth area for south-east Melbourne. · Providing for a young and growing population, with the largest age group currently 30 to 34 year olds (8%) · Improving efficiency, productivity and environmental impact of freight movements. · Supporting growth of Fountain Gate-Narre Warren metropolitan activity centre · Supporting the growth of Berwick health and education precinct. · Coordinating planning and delivery of transport infrastructure and services in new growth areas (over 70% of residents travel outside the area to work, with nearly 20% travelling to Dandenong) · Support sustainable travel behaviour and reduce reliance on the private car. Key Programs, · Enhancing freight networks and their efficiency: Western Port Projects and Highway corridor upgrade; First- and last- mile connections · Improving the accessibility of employment centres: Thompsons Initiatives Road extension - Clyde Road to Cardinia Road; Glasscocks Road duplication and extension; Dandenong Bypass extension - South Gippsland Highway to South Gippsland Freeway; South Gippsland Freeway / M1 Monash Freeway south to east connection; level crossing removals beyond current commitments (i.e. Webb Street, Narre Warren) · Providing high-quality public transport connections: Employment centre mass transit (BRT) network and SmartBus expansion; Clyde Rail extension · Enhancing user experience: Enhance intermodal transfers and public transport accessibility at key interchanges · Moving Towards Zero: Address accident blackspots; Build on the Safer Cycling and Pedestrians Initiative · Attracting more trips to sustainable modes of transport: Victoria’s Strategic Cycling Corridors and trails · Reducing the environmental impacts of transport infrastructure: Town bypasses such as Cranbourne bypass (South Gippsland Highway to Linsell Boulevard), Shives Road-Fullard Road realignment · Improving transport infrastructure resilience
South East Transport Strategy 61 Final Transport Strategy
· Strategic infrastructure to support growth South Eastern Roads Upgrade package, and additional key routes such as Hallam Road duplication and level crossing removal, Berwick Cranbourne Road duplication and interchange upgrades on north south and east west routes · Managing demands on the network: Behavioural change programs; Demand management; Traffic management systems; Asset management and maintenance · Embracing innovations in transport technology · Improving transport planning and decision making tools
South East Transport Strategy 62 Final Transport Strategy
Frankston 2 Land area (id, 2016) 131km
Population (ABS, 2016) 139,095 (155,201 by 2031)
Major centres Frankston and Karingal
Major transport · Mornington Peninsula Freeway infrastructure · EastLink · Nepean Highway · Western Port Highway · Frankston and Stoney point railway lines
What the strategy · Improving access to foreshore, beach and regional recreation and sports means for the LGA destinations. · Improving efficiency, productivity and environmental impact of freight movements. · Supporting the growth of Frankston health and education precinct and metropolitan activity centre · Addressing social disadvantage and improving accessibility (pockets of high unemployment, Frankston North in particular has unemployment rates of well over 13%). Key Programs, · Enhancing freight networks and their efficiency: First- and last- Projects and mile connections · Improving the accessibility of employment centres: Level Initiatives crossing removals beyond current commitments (i.e. remaining crossings on the Frankston line over time) · Support sustainable tourism as a key economic driver: Widening Peninsula Link; Bicycle trails · Providing high-quality public transport connections: Employment centre mass transit (BRT) network and SmartBus expansion, and extend the electrification of the rail line from Frankston to Baxter · Enhancing user experience: Enhance intermodal transfers and public transport accessibility at key interchanges · Moving Towards Zero: Address accident blackspots; Build on the Safer Cycling and Pedestrians Initiative · Attracting more trips to sustainable modes of transport: Victoria’s Strategic Cycling Corridors and trails · Reducing the environmental impacts of transport infrastructure: Town bypasses · Improving transport infrastructure resilience · Managing demands on the network: Behavioural change programs; Demand management; Traffic management systems; Asset management and maintenance (key location: congestion at the Eastlink and Mornington Peninsula Freeway interchange · Embracing innovations in transport technology · Improving transport planning and decision making tools
South East Transport Strategy 63 Final Transport Strategy
Greater Dandenong 2 Land area (id, 2016) 129km
Population (ABS, 2016) 160,972 (193,591 by 2031)
Major centres Dandenong, Springvale, Keysborough
Major transport · Monash Freeway infrastructure · Princes Highway · Mornington Peninsula Freeway · EastLink · Dandenong Bypass · Western Port Highway · Dandenong, Pakenham and Cranbourne railway lines and grade separations What the strategy · Support growth and accessibility of Dandenong NEIC and metropolitan activity means for the LGA centre · Improving efficiency, productivity and environmental impact of freight movements. · Designing and operating transport networks to improve amenity, road safety and reduce impacts on the natural environment. · Support sustainable travel behaviour and reduce reliance on the private car. Key Programs, · Enhancing freight networks and their efficiency: Western Port Projects and Highway corridor upgrade; Port Rail Shuttle: Port of Melbourne to proposed Lyndhurst intermodal terminal; First- and last- mile Initiatives connections; Westall Road extension - Monash Freeway to Princes Highway · Improving the accessibility of employment centres: Glasscocks Road construction; Dandenong Bypass extension - South Gippsland Highway to South Gippsland Freeway; South Gippsland Freeway / M1 Monash Freeway south to east connection; Bangholme Road upgrade including interchange with EastLink · Providing high-quality public transport connections: Employment centre mass transit (BRT) network and SmartBus expansion · Enhancing user experience: Enhance intermodal transfers and public transport accessibility at key interchanges e.g. Dandenong · Moving Towards Zero: Address accident blackspots; Build on the Safer Cycling and Pedestrians Initiative · Attracting more trips to sustainable modes of transport: Victoria’s Strategic Cycling Corridors and trails including between Yarraman and Dandenong stations · Improving transport infrastructure resilience · Managing demands on the network: Behavioural change programs; Demand management; Traffic management systems; Asset management and maintenance · Embracing innovations in transport technology
South East Transport Strategy 64 Final Transport Strategy
· Improving transport planning and decision making tools Kingston 2 Land area (id, 2016) 91km
Population (ABS, 2016) 159,023 (182,718 by 2031) Major centres Chelsea, Cheltenham, Cheltenham- Southland, Mentone, Moorabbin, and Mordialloc Major transport · Nepean Highway infrastructure · Dingley Bypass · Frankston railway line · Pakenham and Cranbourne railway lines · Moorabbin Airport What the strategy · Supporting a major employment destination means for the LGA · Improving efficiency, productivity and environmental impact of freight movements. · Supporting major transport gateways: Moorabbin Airport · Designing and operating transport networks to improve amenity, road safety and reduce impacts on the natural environment. · Support sustainable travel behaviour.
Key Programs, · Enhancing freight networks and their efficiency: First- and last- Projects and mile connections; Westall Road extension - Monash Freeway to Princes Highway; Governor Road duplication Initiatives · Improving the accessibility of employment centres: Level crossing removals beyond current commitments · Providing high-quality public transport connections: Employment centre mass transit (BRT) network and SmartBus expansion · Enhancing user experience: Enhance intermodal transfers and public transport accessibility at key interchanges · Moving Towards Zero: Address accident blackspots; Build on the Safer Cycling and Pedestrians Initiative · Attracting more trips to sustainable modes of transport: Victoria’s Strategic Cycling Corridors and trails · Improving transport infrastructure resilience · Managing demands on the network: Behavioural change programs; Demand management; Traffic management systems; Asset management and maintenance · Embracing innovations in transport technology · Improving transport planning and decision making tools
South East Transport Strategy 65 Final Transport Strategy
Mornington Peninsula 2 Land area (id, 2016) 723km of which 70% is green wedge, with coastal boundaries of over 190kms (10% of Victoria’s total coastline)
Population (ABS, 160,862 (181, 839 by 2031) 2016)
Major centres Hastings, Mornington and Rosebud
Major transport · Nepean Highway/Point Nepean Road infrastructure · Mornington Peninsula Freeway · Western Port Highway · Frankston railway line · Stony Point railway line · Port of Hastings · Bay Trail What the · Providing for an ageing population, contains the region’s highest proportion of strategy means people aged 65 and over. · Improving access to significant nature-based tourism assets. for the LGA · Catering for seasonal traffic (increase in population of up to 30% in summer months and 2.5 times increase in arterial road traffic). · Improving efficiency, productivity and environmental impact of freight movements, particularly to the industrial and port area of Hastings. · Designing and operating transport networks to improve amenity, road safety and reduce impacts on the natural environment. Key Programs, · Enhancing freight networks and their efficiency: First- and last- Projects and mile connections · Support sustainable tourism as a key economic driver: Bicycle Initiatives trails; Mornington Peninsula Freeway duplication (Jetty Road to Boneo Road) and Southern Peninsula congestion management · Providing high-quality public transport connections: Bus network review (including consideration of bus contracts) and investment in revised routes and improved service levels · Increasing mode choice, coverage and flexibility: On-demand transport services · Moving Towards Zero: Address accident blackspots; Build on the Safer Cycling and Pedestrians Initiative · Attracting more trips to sustainable modes of transport: Victoria’s Strategic Cycling Corridors and trails · Improving transport infrastructure resilience · Managing demands on the network: Behavioural change programs; Demand management; Traffic management systems; Asset management and maintenance · Embracing innovations in transport technology · Improving transport planning and decision making tools
South East Transport Strategy 66 Final Transport Strategy
Yarra Ranges 2 Land area (id, 2016) 2,470km
Population (ABS, 2016) 155,312 (170,305 by 2031)
Major centres Chirnside Park and Lilydale
Major transport · Maroondah Highway infrastructure · Melba Highway · Warburton Highway · Canterbury Road · Lilydale railway line · Belgrave railway line · Lilydale to Warburton and Carrum to Warburton rail trails What the strategy · Support for Victoria’s largest LGA. means for the LGA · Improving accessibility for a large number of families and young people. · Improving access to significant nature-based tourism assets, such as the Dandenong Ranges and the Upper Yarra Valley, which attract over 4 million visitors each year. · Improving efficiency, productivity and environmental impact of freight movements. · Improving accessibility to employment destinations (57% work outside the municipality) · Designing and operating transport networks to improve amenity, road safety and reduce impacts on the natural environment. Key Programs, · Enhancing freight networks and their efficiency: First- and Projects and last- mile connections · Support sustainable tourism as a key economic driver: Initiatives Bicycle trails · Providing high-quality public transport connections: Bus network review (including consideration of bus contracts) and investment in revised routes and improved service levels; duplication of Lilydale and Belgrave lines · Increasing mode choice, coverage and flexibility: On- demand transport services · Moving Towards Zero: Address accident blackspots; Build on the Safer Cycling and Pedestrians Initiative · Attracting more trips to sustainable modes of transport: Victoria’s Strategic Cycling Corridors and trails · Reducing the environmental impacts of transport infrastructure: Town bypasses such as Lilydale Bypass (Maroondah Hwy to Anderson St) and Belgrave Bypass - Deviation of Main Street · Improving transport infrastructure resilience
South East Transport Strategy 67 Final Transport Strategy
· Managing demands on the network: Behavioural change programs; Demand management; Traffic management systems; Asset management and maintenance · Embracing innovations in transport technology · Improving transport planning and decision making tools
South East Transport Strategy 68 Officers’ Reports
2 October 2018 ITEM 6.2 219 SOUTH GIPPSLAND HIGHWAY CRANBOURNE Mayfield Trevor Griffin Council Plan Reference: 7.3
Purpose of Report: To advise on works undertaken to improve access issues relating to the pedestrian maze and missing section of footpath adjacent Cranbourne Railway Station.
Background
At its meeting on 5 June 2018, a report was presented to Council regarding access issues between Cranbourne Railway Station and Cranbourne Pre-Mix at 219 South Gippsland Highway, Cranbourne. Council resolved:
1. That a footpath be constructed between 217A and 219 South Gippsland Highway, Cranbourne.
2. That the footpath be funded from the Minor Links Program within the 2018/19 Capital Works Program.
3. Council report back on the pedestrian maze once a solution has been achieved.
This report informs on the outcome of works to improve access at the pedestrian maze adjacent to Cranbourne Railway Station and an update on the progress of the missing footpath link between the Australia Post Facility and 219 South Gippsland Highway, Cranbourne.
Missing Footpath Link
The missing section of footpath was previously listed in Council’s Minor Links Footpath Program for installation of a 1.5m concrete footpath to match to the existing footpath. The installation of the missing section of footpath between the Australia Post facility and 219 South Gippsland Highway has now been completed.
Level Crossing Pedestrian Maze
The pedestrian maze adjacent South Gippsland Highway is located beyond the current rail termination point where pedestrians do not interact with oncoming trains. Given there is no interaction between pedestrians and trains at this crossing and the reported access difficulties navigating the maze, Council officers wrote to VicTrack and Metro Trains Melbourne (MTM) seeking alterations to the fencing to create a straight through connection for pedestrians.
Pedestrian Maze Alterations
As the maze is on MTM leased land, Metro Trains investigated the proposed amendments and agreed to make alterations to the pedestrian maze given its location beyond the active railway track.
Council Meeting Page 6 Officers’ Reports
2 October 2018 ITEM 6.2
On 8 August 2018, Metro Trains Melbourne conducted works at the pedestrian maze to fill in the gaps and uneven sections of path between the railway tracks and existing asphalt path to remove any trip hazards and create a smooth path of travel for pedestrians.
On 6 September 2018, Metro Trains Melbourne completed the works to remove the two internal fence panels, removing the need for pedestrians to negotiate a maze arrangement. The result is an uninhibited path crossing the railway line.
Financial Implications
Civil works have been undertaken by Metro Trains Melbourne. No costs were incurred to Council in relation to alterations of the pedestrian maze.
Officer Direct or Indirect Interest
No Council officers involved in the preparation of this report have a direct or indirect interest in matters for consideration.
Conclusion
The missing section of footpath between the Australia Post facility and 219 South Gippsland Highway has been installed by the City of Casey under the Minor footpath links program. Metro Trains Melbourne have completed all identified works at the pedestrian maze site.
The works undertaken were the gaps and uneven locations repaired between the railway tracks and existing path, along with the removal of the internal fencing panels. The works have created a more accessible path environment for all pedestrians.
Recommendation
That the report be noted.
Council Meeting Page 7 Officers’ Reports
2 October 2018 ITEM 6.3 DEVELOPMENT IN WERRIBEE REGARDING SMALL SCALE AGRICULTURE AND FOOD TOURISM OPPORTUNITIES Kathryn Seirlis Council Plan Reference: 6.1
Purpose of Report: To provide Council with a response to an Urgent Business Item on housing development in Werribee that combines small-scale agriculture with house lots, with potential for food-related tourism opportunities.
Executive Summary
A meeting was held with a representative of developer Ark Properties to discuss development opportunities for Casey that relate to the Urgent Business Item. There were two relevant development types discussed: Box Park/Mall and Small Agricultural Lots. Both proposals have potential to bring tourism related business to Casey and would be supported by Council Officers in-principle. A planning application or other approval would likely be required if such a use or development was proposed. Should the smaller agricultural lots be proposed in the Green Wedge Zone, State Government approval is required for subdivision.
Background
At its meeting on 3 April 2018 Council, in response to the Urgent Business Item raised by Cr Sam Aziz, resolved as follows:
1. That Council investigates models of housing development in Werribee that combine small-scale agriculture with house lots, with potential for food- related tourism opportunities. Following initial investigation, a meeting be held with Council officers, Councillors and relevant developers.
2. That Council investigates new housing models that are being trialled that support collaboration between Community organisations and developers to provide temporary accommodation.
3. That two separate reports come back to Council on the outcomes of the investigation and the insights from any meetings.
The purpose of this report is to respond to Item 1 of the Urgent Business Item. A meeting was held on 21 June 2018 with Council Officers and a developer from Ark Properties. The developer is currently working on two separate projects around Victoria relating to Item 1 of the Urgent Business item:
• “Box Mall” proposal in Werribee relating to food-tourism (Wyndham City Council) • Small agricultural lots in Nagambie (Shire of Strathbogie)
Council Meeting Page 8 Officers’ Reports
2 October 2018 ITEM 6.3 Discussion
About Box Park/Mall Food Retail
The Box Mall is modelled off Box Park events spaces located around London in the United Kingdom. Shipping containers were used to create a semi-permanent park/mall (for about 15 years) offering small shop fronts for street food vendors and local level retailers. In addition, the space could have the capacity to hold audio and visual events, i.e. sporting events on a big screen or DJ events. Attachment A includes pictures of Boxpark Croydon in London.
The Box Park development that the developer is undertaking in Werribee is currently in the design/concept stage and is proposing to use unused land not ready for development. A Night Market, such as the Queen Victoria Market or South Melbourne Market, provides a similar function to this concept.
If a Box Park development was proposed in Casey, the development site would require connection to power, sewer, crane and delivery access, and a main street frontage. In addition, a car park dispensation from the requirements of the planning scheme would be required to ensure financial viability.
Council Officers view
There are a range of similar types of event spaces that the City of Casey and other local businesses provide such as the new plaza space at Bunjil Place, Akoonah Park, the Cranbourne Racecourse and Casey Fields.
Key factors that should be noted when considering a similar “pop-up” style retail event space are:
• Income has not been the key driver for public events in Casey in the past and it is unclear of the financial viability of a semi-permanent event space. • Child friendly and family orientated events have been typically more popular across the City of Casey than those not as family friendly. • The farmer’s market at the Old Cheese Factory, Berwick provides a space for small local retailers to sell products and this is already reasonably well attended and is well known for food tourism.
Council commissioned a Night Time Entertainment Uses Study in 2008 in response to the need for night time entertainment. The report states the following:
“The City has and will continue to have pressure for providing safe places for people to gather at night. This is particularly important for a municipality with an increasing number of young people living and working in the area.”
A well-considered event space such as a Box Park/Mall or a Night Market may provide a safe space for the residents of Casey to participate in night-time activities. Currently there are four precincts with significant night-time activity – Berwick, Cranbourne, Hallam (Hallam Hotel) and Narre Warren. According to the Casey Night Time Entertainment Uses Study, residents within Casey would like to be able to experience more night time entertainment closer to their homes. However, the lack of public transport and taxi access is problematic for such activities.
Council Meeting Page 9 Officers’ Reports
2 October 2018 ITEM 6.3
A semi-permanent events space like a Box Park/Mall or a Night Market would be supported in-principle by Council Officers should any proposal be suitable for an area. Access to public transport and a traffic management plan would be required. Development of Box Park/Mall Retail or Night Market requires a formal application through Council’s Statutory Planning and Building Services Department. If the proposal is on Council’s land, a formal application through Council’s Property and Procurement Department is required.
About Small Agricultural Lots/Rural Tourism
The example development discussed with the developer, located near Nagambie within the Shire of Strathbogie, is at pre-proposal stage. The proposal is for 100 one-acre blocks that will be designed for various purposes, including but not limited to boutique farming, “glamping” (glamour camping) and university courses related to agriculture.
Each of these subdivided lots would be sold and the subsequent farms would be encouraged to provide visitation facilities and interesting activities that promote tourism to the area. Consideration needs to be given to services and utilities linked to the subdivided lots, especially sewerage and road access.
Council Officers view
The Casey Cardinia Visitation Strategy 2017-2020 encourages the vitalisation of tourism within the region. Existing and past rural tourism attractions include Myuna Farm and the Bunyip Byways Tourism Trail. It should be noted there are limited amount of suitable 100 acre lots within the City of Casey.
Whilst providing smaller agri-tourism lots within Casey’s non-urban/green wedge areas has some merit, subdivision outside of the Urban Growth Boundary is currently not supported by State Government. As indicated to Council recently, Council is seeking whether a ‘limited subdivision’ approach to support the growth of the equine industry within the Casey Western Port Green Wedge is supported by the State Government and State Opposition.
Once a State Government/State Opposition position on ‘limited subdivision’ in the Casey Western Port Green Wedge is known, Council can re-examine its position regarding smaller agri-tourism lots.
Financial Implications
There are no financial implications associated with this report.
Officer Direct or Indirect Interest
No Council officers involved in the preparation of this report have a direct or indirect interest in matters for consideration.
Council Meeting Page 10 Officers’ Reports
2 October 2018 ITEM 6.3
Conclusion
A Box Park/Mall is a semi-permanent events space within an activity centre that provides cheaper rent to small business and food vendors. This type of food retail as well as a Night market is supported in-principle as it will add to vibrancy of the municipality’s activity centres and improve the night time economy offer for residents. Council would welcome applications for such events and will provide assistance in determining an appropriate site and relevant approvals.
Small agricultural lots accommodate a range of agricultural land uses in the one area via the subdivision of agricultural land to one acre lots. There is potential to create a tourism and an education hub. Suitable land is required with access to sewer and utilities. However, the State Government does not support subdivision in green wedges. Council has resolved to seek support from the State Government/State Opposition for a ‘limited subdivision’ approach to support the growth the equine industry in the green wedge. Once a position is known, Council can re-examine this issue further.
Recommendation
That the report be noted.
Council Meeting Page 11 Officers’ Reports
2 October 2018 ITEM 6.3 ATTACHMENT A
Box Park Croydon
Council Meeting Page 12 BOXPARK CROYDON, UK
Figure 1: View from outside Boxpark Croydon, UK. Note the use of re-purposed shipping containers as shops.
Figure 2: Inside Boxpark Croydon, UK
Figure 3: Inside Boxpark Croydon, UK Officers’ Reports
2 October 2018 ITEM 6.4 EXAMPLES OF INNOVATIVE HOUSING DEVELOPMENTS Springfield Kathryn Seirlis Council Plan Reference: 5.1
Purpose of Report: Response to Urgent Business Item regarding investigating new housing models that are being trialled that support collaboration between community organisations and developers to provide temporary accommodation.
Executive Summary
Officers met with representatives of developer Ark Properties who develop affordable and temporary accommodation. Officers also visited and investigated sites developed and managed by a range of developers/agencies of affordable and temporary housing.
Recently, Council received a $149,500 Social Housing Investment Planning Grant from the State Government to be used to fund and implement an Affordable and Social Housing strategy for the municipality. This is an exciting opportunity. The proposed Affordable and Social Housing Strategy (including a review of Casey’s Rooming House Strategy) will explore further these innovative housing models and begin to address housing affordability and homelessness in Casey.
Background
At its meeting on 3 April 2018 Council, in response to the Urgent Business Item raised by Cr Sam Aziz, resolved as follows:
1. That Council investigates models of housing development in Werribee that combine small-scale agriculture with house lots, with potential for food- related tourism opportunities. Following initial investigation, a meeting be held with Council officers, Councillors and relevant developers.
2. That Council investigates new housing models that are being trialled that support collaboration between Community organisations and developers to provide temporary accommodation.
3. That two separate reports come back to Council on the outcomes of the investigation and the insights from any meetings.
The purpose of this report is to respond to Item 2 of the Urgent Business Item. A meeting was held on 21 June 2018 between Council Officers and a developer from Ark Properties about a temporary housing development in Werribee.
Council Officers have also visited and investigated a range of innovative affordable housing models that exemplify best practice collaboration between developers and community organisations.
Council Meeting Page 13 Officers’ Reports
2 October 2018 ITEM 6.4
Model Affordable Housing Developments
Throughout Victoria there are many model affordable and temporary housing developments. The following is a list of standout projects, selected because of their relevance to Casey and/or exemplifying the key elements required for successful affordable housing projects as identified by key service organisations and research by Council Officers.
Social Housing: Port Phillip & Whitehorse
Kyme Place, Port Melbourne is a social housing project facilitated by the City of Port Phillip. Kyme Place is a three storey, 27 dwelling development above a council carpark, comprised of single bedroom and studio apartments, 11 of which are accessible to those with a physical disability. It was delivered by both the City of Port Phillip and their partner Community Housing Provider (CHP) when the council transferred the ‘air rights’ of the carpark to the CHP. Council retained ownership and management of the carpark below and social housing was successfully developed to meet community need.
The City of Whitehorse, MAB and the Port Phillip Housing Association have partnered to develop 73 affordable housing apartments, most of which are universally accessible for people with disabilities. The Council sold land formally used as a carpark and identified as surplus to MAB who are developing the site. Through a Section 173 Agreement, and a process recognised as exemplary of private-public partnerships, the housing will be managed by a CHP, with the building allowing for commercial uses at the lower levels.
Best Practice outcomes
These two case studies are award winning and industry recognized Private – Public Partnerships, that efficiently and effectively use existing mechanisms to provide housing for those in need. Council played an integral role in facilitating these outcomes by providing land to facilitate the supply of affordable and temporary housing
Affordable Living with limited Government intervention: Nightingale Developments
Nightingale Developments is a social enterprise who develop housing in Melbourne. Nightingale develop studios, one-bedroom and two-bedroom apartments for qualifying occupants, with key workers (i.e. nurses, teachers, police officers etc) Aboriginal and Torres Strait Islanders and those with a disability prioritised in the purchasing process.
The dwellings are designed to reduce living expenses. The apartments constructed by Nightingale have sold for below market price, with the investors return capped at 15%. Nightingale consider development at sites near transport, services and amenity and that allow for a medium density scale. All Nightingale developments have been sold due to a high demand for their product. The State Government have recently awarded a $100,000 grant to Nightingale Developments for the project to be replicated across Melbourne, and Nightingale has won awards in Architecture as well as the Premier’s Sustainability Award (2017).
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2 October 2018 ITEM 6.4
Best Practice outcomes
This case study is great example of the private sector delivering housing that meet the needs of cohorts who often face barriers to accessing the private housing market. Nightingale Developments have several innovative and sustainable design features to assist with the cost of living for its residents, including designing the dwellings to increase natural sunlight.
Rooming Houses/Temporary Accommodation
As recommended by Cranbourne Information & Support Services (CISS), Council officers visited a rooming house within the municipality considered a ‘model’ temporary housing development. The rooming house was open to women and children only, with rent affordable to individuals on a low income and families on a very low income. The rooming house was located proximate to public transport, commercial services and public open space and was of a domestic scale (scale of normal house). Residents had been referred there by housing and social service providers. The rooming house is privately run and registered with both Council and Consumer Affairs Victoria.
Similarly, Council Officers visited a privately-run domestic scale rooming house in Werribee. Tenants of the rooming house were referred by the Salvation Army and the accommodation provided was both temporary and long-term.
Best Practice outcomes
These case studies are an example of rooming houses at domestic scale developed and run by the private sector with support from local service agencies. The rooms were designed to meet residents needs and the rooming houses are run in accordance with industry best practice.
Affordable and Social Housing in Casey
As identified by the Casey-Cardinia Homelessness Network, and to address previous Notice of Motions regarding affordable housing, Council applied and received a $149,500 Social Housing Investment Planning Grant (SHIP) from the State Government.
The grant will be used to fund and implement an Affordable and Social Housing Strategy for the municipality. The SHIP grant offers an opportunity for Council to help facilitate the supply of affordable housing.
The Strategy will guide Council’s role in the provision of affordable housing through advocacy, planning, partnerships and potentially as a land owner. As part of the preparation of the Affordable and Social Housing Strategy, Council Officers are also currently reviewing Casey’s Rooming House Strategy (2015), with the review focusing on the Strategy’s implementation and operating procedures. Many of the new housing models mentioned earlier will be explored through the preparation and review of these strategies.
Council will be briefed on the proposed Affordable and Social Housing Strategy later this year.
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Officer Direct or Indirect Interest
No Council officers involved in the preparation of this report have a direct or indirect interest in matters for consideration.
Financial Consideration
Council have been granted $149,500 from the State Government to develop an Affordable and Social Housing Strategy for the municipality. The review of the Casey’s Rooming House Strategy will be accommodated through existing operational budget and resources.
Conclusion
Council has received a grant from State Government to prepare an Affordable and Social Housing Strategy and will be reviewing its existing Rooming House Strategy to explore further innovative affordable and temporary housing models. This is an exciting opportunity for Council to determine its role in helping to facilitate affordable and temporary housing. Council Officers will continue to investigate best practice models for affordable and temporary housing through the development of the strategy and will brief Council further.
Recommendation
That the report be noted.
Council Meeting Page 16 Officers’ Reports
2 October 2018 ITEM 6.5 AUDIT AND ETHICS COMMITTEE – APPOINTMENT OF INTERVIEW PANEL TO APPOINT AN INDEPENDENT PUBLIC MEMBER Thor Hansen Council Plan Reference: 8.3
Purpose of Report: To appoint an interview panel for the appointment of an Independent Public member to the Audit and Ethics Committee
Background
Council’s Audit and Ethics Committee comprises five members: -
• Mr Robert Bennett (Chairperson) (Independent Public Member) • Mr Homi Burjorjee (Independent Public Member) • Mr Vincent Philpott (Independent Public Member) • Cr Timothy Jackson • Cr Rex Flannery
One of the Independent Public Members retires by rotation on 30 November each year. The term of the Independent Public Member, Mr Homi Burjorjee expires on 30 November 2018.
The charter provides that an Independent Public Member may not serve for any more than three (3) consecutive terms, and as such Mr Burjorjee is unable to apply for re-appointment.
In addition to advertising through Council’s website and LinkedIn, an advertisement was placed in last week’s edition of the Berwick/Cranbourne News, seeking applications for appointment as an Independent Public Member of the Audit & Ethics Committee for a three-year period.
Interview Panel
It is recommended that an Interview Panel be formed to make recommendation to Council on the preferred candidates. It is suggested the Panel comprises of two Councillors and the Strategic Advisor (Probity), who is responsible for the coordination of the Committee.
Officer Direct or Indirect Interest
No Council officers involved in the preparation of this report have a direct or indirect interest in matters for consideration.
Recommendation
1. That Council appoints an Interview Panel to consider and recommend to Council on the appointment of one Independent Public Member to the Audit and Ethics Committee for the period 1 December 2018 to 30 November 2021. 2. That the Interview Panel comprise Cr………., Cr…………., and the Strategic Advisor (Probity).
Council Meeting Page 17 Officers’ Reports
2 October 2018 ITEM 6.6 SMART CITY ADVISORY COMMITTEE MEETING Clint Allsop Council Plan Reference: 1.1
Purpose of Report: To provide Council with the minutes of the Smart City Advisory Committee meeting held on Monday 27 August 2018.
Executive Summary
The inaugural Smart City Advisory Committee was held on Monday 27 August 2018. Minutes of the meeting in accordance with the Committee’s Terms of Reference form Attachment A. The meeting was chaired by Cr Aziz.
Background
The Smart City Advisory Committee was established in 2018 and is made up of 12 community members, Council officers and the Smart City Portfolio Holders as Councillor delegates. The Committee has an advisory role and it brings community perspectives to Council. The Committee provides strategic advice and advocacy to the City of Casey on Smart City concepts, issues and initiatives of relevance to the municipality in line with the Council Plan and City of Casey Smart City Strategy.
The core objectives of the Committee are to: • Oversee the development and implementation of Council policies, strategies and action plans relating to Smart Cities. • Assist Council to identify and make recommendations on issues affecting residents of the City of Casey that may be able to be solved through the application of Smart City concepts. • Encourage and support activities and events which promote and support Casey becoming and continuing to be a Smart City. • To enable greater public participation in decision making via various community engagement and consulting strategies.
Meetings of the Committee are chaired by one of the Councillor delegates to this Committee, Cr Aziz, Cr Rowe or Cr Jackson. On this occasion, the meeting was chaired by Cr Aziz. The inaugural meeting commenced with great enthusiasm from the all attendees, very keen to contribute in any way they can to apply smart city thinking to Casey to create Australia’s most liveable city.
Items of note: • Expectation for next meeting: Committee members to consider a relevant community problem and propose a solution for which the group can collaboratively discuss and evolve a solution. This could form a database of future concepts and ideas the group can continue to build on. • Explore Communication Tools: Members of the committee agree to share contact details and for officers to explore communication tools that may support the group’s communication and idea sharing between meetings.
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• Demonstration Project Updates: Continue to update the committee in future meetings on the progress of Casey’s Smart City Demonstration Projects • Council officers to consider and contact potential guest speakers who can present or facilitate a session on innovative smart city thinking, and how it might be able to be applied to the demonstration projects • Share more information from Casey’s INNovation Crowd.
Financial Implications There are no financial implications.
Officer Direct or Indirect Interest
No Council officers involved in the preparation of this report have a direct or indirect interest in matters for consideration.
Conclusion
The first meeting of the Smart City Advisory Committee was held on 27 August 2018 and provided an opportunity for the Committee members to get to know each other and discuss future objectives. The Committee will play a valuable role in assisting Council to enhance, strengthen and advocate the way that Casey leverages technology, innovation and data to deliver on Casey’s smart cities objectives through agreed actions and initiatives.
Recommendation
That the minutes of the Smart City Advisory Committee Meeting (Attachment A) of 27 August 2018 be noted.
Council Meeting Page 19 Officers’ Reports
2 October 2018 ITEM 6.6 ATTACHMENT A
Minutes of the Smart City Advisory Committee Meeting of 27 August 2018
Council Meeting Page 20 ATTACHMENT A
Smart City Advisory Committee Meeting Minutes
Boonwurrung and Wurundjeri Rooms, Bunjil Place, Narre Warren Monday 27 August 2018 at 6:30 pm
1. Welcome & Statement of Acknowledgement
2. Present: Cr. Sam Aziz (Chair), Cr Gary Rowe, Rhys Matulis (Guest - City of Casey), Landi Theart (City of Casey), Clint Allsop (City of Casey), Joy Chen (City of Casey), Michael Gibbs, Craig Nicholls, Marlene Hargreaves, Saurabh Jhanjee, Greg Plant, Brian Murphy, Tim McKoy, Shyh Wei Teng, Andrea Bulacios, Dale Munckton, Dheeren Velu
Apologies: Samantha Jansen, Cr. Timothy Jackson
Minutes: Landi Theart (City of Casey)
Meeting Started: 6:30pm
3. Declaration by Councillors and Council Officers of Conflict of Interest or Personal Interest pursuant to Section 79 and 79B of the Local Government Act 1989.
No conflicts of interest
4. Confirmation of the minutes of previous meeting
No previous minutes, this is the first Committee Meeting Carried
5. Business arising from the minutes of the previous meeting
No business, this is the first Committee Meeting
6. General Business
6.1 Rhys Matulis, Team Leader Governance provided an introduction to the Local Government Act and explained conflict of interest and what a Committee member should do if a matter comes up in which they have / might have a conflict of interest.
6.2 Welcome and introductions
6.3 Presentation on Casey’s transformation journey, Local Government context and Casey’s Smart City journey to date
1. ATTACHMENT A
6.4 Councillors then shared their learnings from the Smart City Tour, including case studies from Newcastle, Brisbane, Ipswich, Springfield, Adelaide and Singapore.
6.5 Expectations, next steps and actions: 6.5.1 Before the next meeting, committee members to consider a relevant community problem and propose a solution for which the group can collaboratively discuss and evolve a solution. This could form a database of future concepts and ideas the group can continue to build on. It was suggested that some members of the group may wish to get together outside of the committee, thus leading to the following action. 6.5.2 Members of the committee agree to share contact details and for officers to explore communication tools that may support the group’s communication and idea sharing between meetings. 6.5.3 Continue to update the committee in future meetings on the progress of Casey’s Smart City Demonstration Projects 6.5.4 Council officers to consider and contact potential guest speakers who can present or facilitate a session on innovative smart city thinking, and how it might be able to be applied to the demonstration projects 6.5.5 To share more information from Casey’s INNovation Crowd.
6.6 No other business.
6. Urgent items without notice
No urgent items were discussed
7. Next Meeting
The next meeting is scheduled to take place on Monday, 26 November 2018 at 6:30 pm.
Meeting Closed 9:20pm
2. Officers’ Reports
2 October 2018 ITEM 6.7 LIVE STREAMING OF COUNCIL MEETINGS David Mewett Council Plan Reference: 8.1
Purpose of Report: To update Council on improvements to its live streaming of Council meetings in response to Notice of Motion 3230
Background
On 15 May Council resolved in response to Notice of Motion 3230, moved by Councillor Rosario: 1. That Council Officers brief Councillors on Council’s online broadcasts and use of council chamber technology to date.
2. That a report come back to a council meeting in July regarding possible improvements on council broadcasts and use of technology in council meetings.
Council received a status update at its 17 July meeting, and this report presents a summary of possible improvements.
A review of livestreaming of Council meetings was conducted and findings contained within this report were presented at a briefing of interested Councillors.
Initial review and improvements
The initial state assessment (since the first live streamed council meeting from Bunjil Place) found the main issues as below:
» Wired Microphones lacked flexibility in positioning and require regular set-up, pack- down and storage » Streaming service to Facebook Live and YouTube was lacking in quality and reliability » Quality of the video image (static video feed) to the streaming service perceived as bland and un-engaging » Lighting inadequate
Significant effort from Council officers has been made and the following steps have been undertaken to improve the quality of our broadcasts.
» Chamber microphones are now wireless » Extensive work to update the existing streaming server, providing vast improvements to the quality and reliability of the feeds to Facebook Live and YouTube. Improvements to software management and maintenance have also been made. » Slight improvement to lighting levels » Improved audio levels » Captioning is provided on the YouTube channel for accessibility
Industry benchmarking was undertaken, looking at the various quality levels that other municipalities have as well as options to consider improving the production quality.
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Engagement levels The Facebook and YouTube live feeds in their current state (post initial improvements) are attracting an average of 1600 viewers with an average viewing time of 33 seconds.
Additional feature options
Additional capabilities that have been considered to increase the production quality and their indicative costs are listed below:
Improvement option Impact Cost (approx) Active speaker tracking Means the person speaking $65,000 ex GST. Estimated (Speaker Track Cameras) is tracked and the camera integration costs, including zooms in on the speaker programming, set-up cabling and commissioning. Windowing processor (4- Allows a single image to $20,000 ex GST. Estimate window). contain both the speaker, includes integration costs, wide-view of the room and programming, set-up, presentations. It means cabling and commissioning. minutes or other reports as displayed on screens in Chamber would be visible clearly to the livestream.
Graphical overlays Details that sit over top of $25,000 ex GST. Estimate image that may include the for advanced titling text meeting date, person overlay to describe speaking or content councillors or content being references. displayed.
Discussions with Councillors indicate support for some improvements, most notably the windowing processor and there is budget available to fund this improvement.
Financial Implications
There is a current budget allocation of $45,000 for AV improvements to Livestream Council meetings. Depending on the options selected, further funding maybe required.
Officer Direct or Indirect Interest
No Council officers involved in the preparation of this report have a direct or indirect interest in matters for consideration.
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2 October 2018 ITEM 6.7
Conclusion
There has been significant work stabilising the system and increasing the quality of the Livestream. The system has been stable over the past ten (10) Council Meetings and the issues that were occurring in the initial Livestreaming of Council meetings have since stopped. Comments from the public around the quality, audio levels and dropouts have also reduced significantly and in recent Council meetings officers have monitored the feed and no comments around the quality were observed. The system has been optimised to the best of its ability, and to improve the production quality further investment is required.
Recommendation
That Council note the improvements to date and endorse the further works to install windowing processor from within existing budget.
That Council refer a new initiative on further improvement options to the 19/20 capital works program for prioritisation and consideration as part of the 19/20 Corporate Planning process.
Council Meeting Page 23 Officers’ Reports
2 October 2018 ITEM 6.8 CONTRACT ACCEPTANCE AND SEALING – CONTRACT NO. CT000468 David Richardson Council Plan Reference: 8.1 Purpose of Report: To report on the tenders received for Contract No CT000468 Seasonal Grass Cutting of Roadsides and Undeveloped Reserves and recommend the acceptance of two preferred tenders.
Background
Contract CT000468 is for Seasonal Grass Cutting of Roadsides and Undeveloped Reserves.
The objective of this contract is to deliver Council’s seasonal grass cutting of roadsides and undeveloped reserves in a responsive and competent manner.
The new contract replaces existing contracts CT000077, CT000078 and CT000079. The contract is structured with a view to continually improve community safety in respect to fire hazard reduction and is in two parts:
Part A: Seasonal Grass Cutting of Roadsides Part B: Seasonal Grass Cutting of Undeveloped Reserves
Three (3) tender proposals were received for Part A and six (6) for Part B.
All tender proposals were evaluated in accordance with the tender evaluation criteria set out in the Conditions of Tender and the Victorian Local Government Procurement Guidelines. As a result of this evaluation, it is recommended that Part A be awarded to ISS Facility Services Pty Ltd and Part B awarded to The Trustee for the Salter Family Trust trading as Environmental Weed Management Aust.
Prior to calling tenders the current services were comprehensively reviewed and the contract specification was fully revised. The overall goal of the revision was to;
• achieve the objectives of the City of Casey Roadside Vegetation Management Plan; • reduce overall fire hazard risks by reducing fuel loads on roadsides and undeveloped council reserves; • to achieve greater value for money in services delivery; • ensuring services which are ‘fit for purpose’; and • continue to improve productivity through maximum use of information and communication technology.
The works under this Contract are time critical given their implications for fire risk.
The tender was also sucessfully structured to improve its competitiveness in the marketplace.
Contract CT000468 is a lump sum contract subject to adjustment for Consumer Price Index movements with provision also for a small Schedule of Rates required for the delivery of these services.
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Description of Tendered Services
The objective of this contract is to deliver Council’s seasonal grass cutting of roadsides and Undeveloped Reserves in a competent manner including the following functions:
Part A: Seasonal Grass Cutting of Roadsides
• inspection and clearing of roadside areas • identification of weeds • cutting of grass on roadside areas • completing all required reporting
Part B: Seasonal Grass Cutting of Undeveloped Reserves
• cutting undeveloped reserves • edging of grass • identifying and clearing any broken or fallen trees or tree branches • inspecting, making safe and clearing all areas of litter, waste and debris • completing all required reporting;
The contract is for an initial four (4) year period commencing on 1 November 2018, with one (1) option of a further four (4) years extension at Council’s sole discretion.
Tender Submissions
Public Tenders were called on 28 July 2018. Tenders closed on 22 August 2018.
Tenders for Part A were received from:
• Downer EDI Works Pty Ltd • ISS Facility Services Pty Ltd • Skyline Landscape Services Pty Ltd
Tenders for Part B were received from:
• Downer EDI Works Pty Ltd • The Trustee for the Salter Family Trust t/as Environmental Weed Management Aust • Herbert Group Holding Pty Ltd trading as Herbert Contractors • ISS Facility Services Pty Ltd • Programmed Property Services • Skyline Landscape Services Pty Ltd
Tender Evaluation
Tenders were evaluated in accordance with the tender evaluation criteria set out in the conditions of tenders and the Victorian Local Government Procurement Guidelines.
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2 October 2018 ITEM 6.8
The tender evaluation panel consisted of:
• David Richardson Manager City Presentation • Danny Edmunds Team Leader Park Services • Leanne Terrington Parks Supervisor • Leah Van Donzelaar Parks Coordinator • Stephen Wyatt Independent Panel Member
Financial Implications
Budgetary provision has been made in the 2018-19 City Presentation budget to fund works under this contract.
Officer Direct or Indirect Interest
No Council officers involved in the preparation of this report have a direct or indirect interest in this Contract.
Recommendation
1. That Council award Part A of Contract CT000468 for Seasonal Grass Cutting of Roadside and Undeveloped Reserve to ISS Facility Services Pty Ltd and
2. That Council award Part B of Contract CT000468 for Seasonal Grass Cutting of Roadside and Undeveloped Reserve to The Trustee for the Salter Family Trust trading as Environmental Weed Management and
3. That the contract CT000468 documents be signed and sealed.
Council Meeting Page 26 Officers’ Reports
2 October 2018 ITEM 6.8 ATTACHMENT A
Confidential Attachment
Contract Acceptance and Sealing CT000468
In accordance with section 77 (2)(c), the information in this attachment has been deemed confidential information by the Chief Executive Officer under section 89(2)(d) of the Local Government Act 1989 as it contains contractual matters.
Council Meeting Page 27 Officers’ Reports
2 October 2018 ITEM 6.9 VARIATION TO CONTRACT CT000203 RECEIPT & PROCESSING OF RECYCLING MATERIALS WITH SKM INDUSTRIES PTY LTD Michael Jansen Council Plan Reference: 5.4
Purpose of Report: To vary Contract CT000203 in response to a market disruption in the recycling industry
Executive Summary
At its meeting on 17 April 2018 Council considered a report on the disruption in the international recycling industry and resolved:
That Council approves the variation to Contract CT000203 for the period February 2018 to the end of June 2018 as detailed in Confidential Attachment A.
That council officers negotiate a further variation based on a “cost sharing” for the period commencing 1 July 2018.
Officers have since negotiated conditions for a second variation with its recycling contractor SKM Industries and recommend that Council approves this variation for the period commencing 1 July 2018. Negotiations were complex and were prolonged to consider external influences including clarification of conditions surrounding State Government funding and industry discussions facilitated by the Municipal Association of Victoria.
Background
It has been widely publicised that changes to China’s Recycling Policy have negatively impacted the worldwide recycling market.
Changes to the Chinese Policy include banning the import of mixed paper and unprocessed plastics and reducing the allowable level of contamination in recovered paper to 0.05%. The Chinese Government are also controlling the number of permits issued for import of recyclable material into the country.
Australia, and particularly Victoria has had a strong reliance on the Chinese market and the impact on Victorian recyclers has been significant. SKM Industries, Visy Paper and Polytrade Recycling receive and sort the bulk of Victoria’s council collected household recyclables.
Many councils including the City of Casey received a rebate for material collected which reflects the value in the recycling product at the time of tendering. All three companies strongly indicated that the Market Disruption caused by the new Chinese Policy renders these rebates unsustainable. All approached the Victorian State Government for assistance.
The State Government accepted the premise that the Chinese Policies have impacted the market and encouraged Councils to consider renegotiation of their contracts to set a more ‘realistic” pricing mechanism. The State have made available a $13 million support package and facilitated exemptions to tender requirements to facilitate this market adjustment.
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2 October 2018 ITEM 6.9
SKM Proposals and Variations
In April 2018, Council and SKM Industries agreed to vary the contract for acceptance and sorting of recyclables for the period February 2018 to June 2018. The variation complies with conditions of the State Government.
Approval was gained from Minister of Local Government pursuant to section 185(5)(c) of the Local Government Act to vary the contract without undertaking a competitive process.
The first variation included provision to further negotiate a ‘New Pricing Agreement” to take effect from 1 July 2018.
In June 2018, SKM provided council officers with three options for consideration.
Option 1: Fixed Price Option 2: Balanced Share Option 3: Floating Price
The options provided the basis for goodwill negotiations with SKM and were considered in the context of advice from Department of Environment, Land, Water and Planning and the Municipal Association of Victoria.
The SKM options are outlined in a proposal included as Confidential Attachment A with further documentation provided in August as Confidential Attachment B.
Option 1 is based on a fixed price adjusted by a Consumer Price Index factor. Subsequent negotiations regarding this option provide for market reviews of the price during the contact term.
Option 2 and 3 fluctuate monthly according to recycling price index linked to world markets. Option 2 is capped with a floor and ceiling price while Option 3 are uncapped.
All three options include a contamination component which requires Council to pay the cost to process, transport and dispose of contamination in the recycling stream.
While Option 1 is presented as “No Risk”, the contamination component represents some amount of risk with cost increasing with the amount of contamination. Therefore, there is a direct incentive for Council and the community to maintain low contamination rates and thereby control the risk. Low contamination will, in turn help meet tougher quality standards required to sustain a viable recycling industry.
The percentage of contamination will be determined by an annual audit timed ahead of the budget cycle so that it can be applied to the monthly payments for the following financial year. This will allow transparency and more accurate budgeting to further control financial risk.
Under all options, the contractor will continue to pay Council an education payment. This is a rate per tonne to be used in the provision of community education and the bin inspection program which are designed to directly reduce contamination rates.
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2 October 2018 ITEM 6.9
Council officers reviewed the options and recommend that Council adopts the variation based on SKM Option 1: Fixed Price with a provision for market review to provide opportunity for a price reset if required.
A variation agreement based on a modified version of Option 1 has been drafted and is attached as Confidential Attachment C.
Retender Option
In the present climate it is not considered an advantage for Casey to terminate the contract and retender. It is highly unlikely that a more favourable tender will be submitted than the SKM offer and it is highly likely that early termination of the contract would result in recyclables being stored or sent to landfill.
Budget Implications
The 2017/18 budget implication of accepting the first variation (April 2018) amounted to a shortfall of $560,550 of unrealised income. This accounted for the State Government funding of $537,540 to cover the new gate fee for four months and thereby assist Council’s transition to the new market conditions.
The 2018/19 Council budget which was adopted with processing expenditure of $1,886,400 accounts for the expected cost of this variation, subject to the service demand . This increase on its own would have increased the Residential Waste Services Charge by $35 compared to 2017/18, however due to efficiencies in other waste management services the overall increase was limited to $24 per property. Other metropolitan Councils have reported increases in their Waste Services Charge as high as $68.50 and $92.75, largely due to the renegotiation of recycling contracts.
Assuming a contamination rate of 7% by weight, all options presented by SKM under the second variation have the same implication on the 2018/19 budget, being an expected overspend of $26,290. If the contaminants were in the correct bin however, Council would still pay a landfill cost for disposal which is budgeted as a separate cost.
Under Option 1, the expected overspend will be more than recovered in 2019/20 when a reduction to the gate rate is applied. Confidential Attachment D shows that this equates to a reduction of $188,845 compared to 2018/19 after accounting for estimated growth and consumer price index adjustment.
The reduction does not apply to options 2 and 3 which are subject to market fluctuation and therefore more difficult to budget. These are higher risk due to the uncertainty in the market and it is unlikely that any reductions will be realised in the short to midterm. Officers could not find any advantage to accepting either of these options.
Temporary Relief Funding
The State Government Recycling Market Temporary Relief Funding was made available to Councils for the period of March 2018 to June 2018. Casey applied for funding of $537,540 and has to date received the first instalment of $268,770. Officers have submitted documents to access the final payment and expect Council will receive this funding.
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2 October 2018 ITEM 6.9
Officer Direct or Indirect Interest
No Council officers involved in the preparation of this report have a direct or indirect interest in matters for consideration.
Conclusion
The variations to the Contract CT000203 Receipt & Processing of Recycling Materials with SKM Industries are symptomatic of a wider market correction which has been recognised by Victorian State Government, Municipal Association of Victoria, Metropolitan Waste and Resource Recovery Group and the recycling industry.
Acceptance of Option 1: Fixed Rate to be applied to the period after 1 July 2018 is the most acceptable option available and is accounted for within the 2018/19 budget. The contamination rate represents the greatest risk to Council’s budget. This will be addressed through an auditing process and a focus on education programs to reduce contamination in the recycling stream.
Recommendation
That Council approves the variation to Contract CT000203 to apply from 1 July 2018 as detailed in Confidential Attachment C and that the Variation Agreement be signed.
Council Meeting Page 31 Officers’ Reports
2 October 2018 ITEM 6.9 ATTACHMENT A
Confidential Attachment
SKM Proposed Models from 1 July 2018 Victoria - Update June 2018
The information in this attachment has been deemed confidential information by the Chief Executive Officer under section 89(2) of the Local Government Act 1989 as it contains contractual matters.
Council Meeting Page 32 Officers’ Reports
2 October 2018 ITEM 6.9 ATTACHMENT B
Confidential Attachment
SKM Transparency of Revenue Loss & Cost Increase - Briefing Document - Victoria
The information in this attachment has been deemed confidential information by the Chief Executive Officer under section 89(2) of the Local Government Act 1989 as it contains contractual matters.
Council Meeting Page 33 Officers’ Reports
2 October 2018 ITEM 6.9 ATTACHMENT C
Confidential Attachment
SKM - Draft Variation Agreement from 1 July 2018
The information in this attachment has been deemed confidential information by the Chief Executive Officer under section 89(2) of the Local Government Act 1989 as it contains contractual matters.
Council Meeting Page 34 Officers’ Reports
2 October 2018 ITEM 6.9 ATTACHMENT D
Confidential Attachment
SKM Budget Implications
The information in this attachment has been deemed confidential information by the Chief Executive Officer under section 89(2) of the Local Government Act 1989 as it contains contractual matters.
Council Meeting Page 35 CONSIDERATION OF REPORTS OF COMMITTEES Consideration of Reports of Committees
COMMITTEE MEETING DATE OF COMMITTEE MEETING
Assembly of Councillors As listed
RECORD OF ASSEMBLIES OF COUNCILLORS CONFLICT OF Included in Council ASSEMBLY DETAILS COUNCILLOR ATTENDEES OFFICER ATTENDEES OTHERS PRESENT MATTERS CONSIDERED INTEREST Meeting date: DISCLOSURES 18/09/2018 Cr Ablett Glenn Patterson • Planning Service Review • Nil 02/10/2018 Briefing Cr Aziz James Rouse Cr Crestani Sheena Frost Cr Smith Peter Fitchett Cr Stapledon Gerard Scholten Cr Flannery Holly de Kretser Cr Rosario Wayne Mack Cr Serey Virginia Lloyd
NOTICES OF MOTION
Notices of Motion 2 October 2018
NOTICE OF MOTION NO 3248
SOLDIERS ROAD BERWICK Cr Serey Council Plan Reference: 7.2
I hereby give notice that at the Council Meeting on Tuesday 2 October 2018 I intend to move a motion as follows:
That Council investigate the potential of installing a path on the west side of Soldiers Road, Berwick.
NOTICE OF MOTION NO 3249
ENERGY SUSTAINABILITY Cr Aziz Council Plan Reference: 1.1
I hereby give notice that at the Council Meeting on Tuesday 2 October 2018 I intend to move a motion as follows:
That Council Officers present to Council on current activities in energy sustainability and partnership opportunities in this sector.
Page 1 REPORTS BY COUNCIL DELEGATES Name of Organisation Next meeting Delegate/s Alternate Delegate/s Access and Inclusion Advisory Monday 12 November Cr Crestani Committee Cr Gilic Cr Smith Cr Stapledon
Arts and Cultural Advisory Monday 3 December Cr Smith Committee Cr Stapledon
Audit & Ethics Committee Thursday 11 October Cr Jackson Thursday 13 December Cr Flannery
Casey Cardinia Foundation TBA
Casey Cardinia Library Wednesday 24 October Cr Smith Cr Crestani Corporation Wednesday 28 November Cr Rosario
Casey Cardinia Local History TBA Cr Flannery Cr Stapledon Reference Group
Casey Cardinia Tourism TBA Cr Stapledon Cr Crestani Advisory Committee
Casey Football (Soccer) TBA Cr Stapledon Reference Advisory Cr Rowe Committee Cr Crestani Cr Gilic
Casey Economic Development TBA Partnership
Casey Fields Steering Monday 19 November Cr Ablett Committee Cr Stapledon Cr Rowe Cr Crestani Cr Flannery
Casey Multifaith Network Thursday 18 October Cr Ablett Thursday 15 November Cr Rosario
Casey Scorpions Board TBA Meeting
Casey Volunteer Awards TBA Cr Crestani Advisory Committee Cr Serey Cr Stapledon
Community Safety Advisory Tuesday 20 November Cr Serey Committee Cr Rosario Cr Crestani Cr Gilic
Conservation Advisory Wednesday 3 October Cr Rosario Committee Wednesday 7 November Cr Ablett Name of Organisation Next meeting Delegate/s Alternate Delegate/s Wednesday 5 December
Cranbourne Community Tuesday 8 November Cr Smith Theatre Management Cr Stapledon Committee
Doveton Show Committee TBA Cr Rosario Cr Smith
Inter Council Aboriginal TBA Cr Crestani Cr Stapledon Consultative Committee
John Pandazopoulos Hall Monday 3 December Cr Rosario Cr Smith Committee of Management
Metropolitan Local TBA Cr Stapledon Governments Waste Forum
Metropolitan Transport Forum Wednesday 3 October Cr Stapledon Cr Rowe Wednesday 7 November Wednesday 5 December
Municipal Association of Friday 19 October Cr Stapledon Cr Jackson Victoria
Neighbourhood Watch Wednesday 10 October Cr Rosario Wednesday 14 November
Powerplant Strategy Forum TBA Cr Aziz
Victorian Local Government TBA Cr Ablett Association Cr Stapledon Cr Rowe
Any Councillors authorised by Council to attend conferences or meetings. URGENT BUSINESS