2012 Transport Strategy PLANNING FOR FUTURE GROWTH FINAL DRAFT MARCH 2012 - City of Melbourne
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Attachment 3
Page 67 of 192 Agenda Item 5.1
Future Melbourne Committee
13 March 2012
Transport Strategy 2012
PLANNING FOR FUTURE GROWTH
FINAL DRAFT MARCH 2012
melbourne.vic.gov.au/futuregrowthPage 68 of 192
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Acknowledgments
RD
The City of Melbourne would like to thank:
• the Department of Transport
• the Department of Planning and Community Development
• VicRoads
• Places Victoria
The City of Melbourne would also like to thank all representatives who
contributed to the Transport Stakeholder consultation workshops.
The Transport Strategy has been prepared by the City of Melbourne.
Disclaimer
This report is provided for information and it does not purport to be complete. While care has been
taken to ensure the content in the report is accurate, we cannot guarantee that the report is without
flaw of any kind, there may be errors and omissions or may not be wholly appropriate for your particular
purposes. In addition, the publication is a snapshot in time based on historic information which is liable
to change. The City of Melbourne accepts no responsibility and disclaims all liability for any error, loss
or other consequence which may arise from you relying on any information contained in this report.FINAL DRAFT 6 MARCH 2012, NOT YET ADOPTED BY COUNCIL
Page 69 of 192
i. Foreword 4
ii. Executive Summary 6
1. Preface 12
2. Introduction: Making Melbourne a connected city 20
Flexible and adaptable private transport
3. Walking city 34
4. Cycling city 40
5. City driving 48
Effective and integrated public transport 64
6. Train 70
7. Tram 74
8. Bus 82
9. Taxi 88
10. Car share 90
11. Bike share 92
12. Transport information 94
13. Regional and global transport connections 96
Efficient urban freight
14. Port freight and logistics 102 CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
15. Central city freight and delivery 104
Key directions, actions and implementation
16. Key directions 114
17. Summary of actions 120
3CITY OF MELBOURNE > TRANSPORT STRATEGY
Page 70 of 192
i Foreword
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CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
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Lord Mayor Robert Doyle and
Cr Kevin Louey, Chair of
Council’s Connected City
Portfolio.
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CITY OF MELBOURNE, TRANSPORT STRATEGY, 2011
Pedestrians cross Spencer Street from
Southern Cross station
5CITY OF MELBOURNE > TRANSPORT STRATEGY
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ii Executive summary
This strategy sets new Purpose of the strategy Key directions
key directions and The strategy has five goals: The key directions summarise
the most important aspects
policy targets which 1. To coordinate the City of
of this strategy and represent
Melbourne’s transport
take into account the initiatives: plans, programs, the areas in which the City of
significant changes in research and five-year capital Melbourne’s advocacy and
actions will be concentrated.
transport policy and works program.
2. To coordinate the City of The six key directions are:
strong growth in public Melbourne’s strategic land use 1. Integrate transport and land
transport use, cycling development policy. use planning.
and walking since the 3. To advocate the City of 2. Go anywhere, anytime public
2006 transport Melbourne’s position on transport for inner Melbourne.
transport and related land use 3. Support public transport,
strategy, Moving policy to State Government. walking and cycling as the
People and Freight. 4. To enable alignment between dominant modes of transport
City of Melbourne and State in inner Melbourne.
Government investment in 4. Develop high-mobility
transport infrastructure, pedestrian and public transport
service improvements, streets in the central city.
programs and research.
5. Make Melbourne a true cycling
5. To enable alignment between city.
the City of Melbourne and its
6. Foster innovative, low-impact
many stakeholders including
freight and delivery in central
traders, businesses, universities
Melbourne.
and neighbours.
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
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Reason for the update Process for the update
This transport strategy has This strategy update aligns the
been updated due to: City of Melbourne’s transport
• significant changes in the state policy with its review of the
of transport activity and policy Melbourne Planning Scheme. It
complements City of Melbourne’s
• changes in the City of
new Municipal Strategic
Melbourne’s position on various
Statement (MSS) and together
aspects of transport policy
they provide an integration of
• changes in the City of land use and transport policy. It
Melbourne’s strategic land use maintains the general direction
policy of Moving People and Freight
• the need to coordinate with the 2006-2030 but incorporates
State Government’s new the many advances in transport
metropolitan strategy on and land use development that
transport and land use have occurred since 2006.
• the need to refresh the Extensive community and
priorities for the next four stakeholder engagement has
years. informed the update. This has
included various stakeholder,
industry and community workshops
and briefings. A draft strategy was
published in May 2011, with public
input shaping the final strategy.
This strategy update contains an
implementation program, which
will be coordinated with the
State Government to ensure that
projects such as new tram stops
and rail tunnels also contribute CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
to creating great streets.
An annual implementation report
will be presented to the City of
Melbourne to track the strategy’s
achievements. The strategy will
be reviewed again in 2016.
7CITY OF MELBOURNE > TRANSPORT STRATEGY
Page 74 of 192
The major The City of Melbourne The City of Melbourne
will: will work with others
implementation • improve the municipality’s to:
actions for walking environment to and • increase the capacity for more
around rail, tram and bus
2012-2016 stations and stops
rail trips into the city,
particularly through
The actions identified in the • upgrade the cycling network in constructing a new Footscray
strategy are listed at the end the central city, and to Caulfield underground line
of the document in Section 16. • develop options for central city • optimise the city’s streets as
Various actions contribute to freight delivery. ‘high-mobility streets’ for the
the following six lead activities
new generation of tram
which the City of Melbourne will
services, and
work towards in 2012-2016.
• develop a road Network
Operating Plan for the
municipality that will enable
future mobility growth to be
serviced mainly through tram,
bus, walking and cycling.
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
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Strategic Framework
Future Melbourne
2008 - 2020
Vision
Council Plan
2008 - 2012
Strategy
Also links to structure plans
and the planning scheme
Municipal Strategic Statement
Transport Strategy
Update previous plan
2012 - 2030
Implementation Action Plans
CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
New plan Pedestrian Plan
Update previous plan Bike Plan
New plan Car Share Plan
Update previous plan Parking Plan
9Page 76 of 192
Introduction
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2011
Little Collins Street is open to pedestrians between Swanston and Elizabeth Street
from 12-2pm each weekday to cater to busy lunchtime crowds.
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CITY OF MELBOURNE, TRANSPORT STRATEGY, 2011
11CITY OF MELBOURNE > TRANSPORT STRATEGY
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1 Introduction
The achievements of new Victorian State Government
transport policy and legislation,
Moving People and and the implementation of major
Freight 2006-2020 new transport infrastructure.
The City of Melbourne adopted This update of Moving People and CBD to arrive by public transport,
Moving People and Freight Freight 2006-2020 is a response to cycling or walking in 2020 — up
2006-2020 as its transport these new transport developments from 72 per cent in 2006.
strategy in 2006. The vision of and it extends the horizon of the
the strategy was for an integrated strategy to 2030. The update also Council Plan 2008-2013
and sustainable transport aligns with the City of Melbourne’s Council has adopted many of
system for getting people to new strategic urban growth and the Future Melbourne goals in
and around the city, and for development perspective set out its Council Plan 2008-2013.
freight and commercial travel. in its Municipal Strategic Statement
(draft 2011) and associated Council policies and strategies
The strategy proposed major
infrastructure ideas such as an structure plans for the urban A range of council policies and
early version of the Melbourne renewal areas of the municipality. strategies and plans are in place.
Metro rail tunnel and the These have all been developed
Melbourne bike share scheme.
City of Melbourne within the framework of Future
Both of these have won State and policy Melbourne since 2008.
Federal Government support.
Future Melbourne 2008 Municipal Strategic Statement
It launched planning and capital - draft 2011
works by the City of Melbourne Future Melbourne (2008) was
developed as the community’s plan The City of Melbourne’s new
including the new bus lanes on
for Melbourne. Its overall vision was Municipal Strategic Statement
Queen and Lonsdale Streets, an
for Melbourne to grow as a global is a plan for the growth and
amendment to the Melbourne
city, and as one of the top ten most development of the municipality
Planning Scheme to enable lower
liveable and sustainable cities in over the next 20 to 30 years. This
rates of car parking provision in
the world. To realise this vision it growth will see significant increases
new residential developments,
set out a framework of objectives in resident, worker and visitor
better management of on-street
grouped under six main goals: populations in the municipality.
resident parking, expanded car
The plan identifies the need to
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
sharing facilities, improved cycle • a city for people
expand and upgrade transport
times for pedestrians at traffic • a creative city to service the city’s future urban
signals in the Hoddle Grid area
• a prosperous city renewal areas, central city growth
and extension of bicycle lanes
• a city of knowledge and links to the inner west and
including dedicated lanes.
Footscray central activities area.
• an eco-city
Melbourne’s changing • a connected city. Planning for urban renewal
transport environment This review and update of Moving Structure plans for urban renewal
In 2011 the vision of Moving People People and Freight 2006- are being developed in line with
and Freight 2006-2020 and 2020 incorporates the Future the Municipal Strategic Statement.
its strategic directions remains Melbourne’s connected city goal: The City of Melbourne has recently
relevant. In the five years since for all people to be able to move developed plans for Southbank,
its adoption, however, there have about freely, to communicate City North (south Parkville area)
been significant developments in and trade locally, regionally and Arden-Macaulay (industrial
transport in Melbourne — stronger and globally, without sacrificing land in North Melbourne/
than expected growth in public essential social or ecological values. Kensington). State Government
transport use, walking and cycling, The Future Melbourne’s Connected is leading comparable planning
the increasing costs of congestion City target is for 90 per cent of for urban renewal in Docklands,
on both road and public transport, people working in the Melbourne E-Gate and Port Melbourne. All
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of these plans have identified Victorian State The Act prescribes principles
new transport directions and that support integrated
developments in these areas. Government policy and decision-making including;
Another area which will see legislation • triple bottom line assessment
significant growth is the Hoddle Key policies and strategies from • social equity
Grid area of the central city. Here the previous State Government
• a user perspective of the
one of the major new directions included the East West Link
transport system
has been the City of Melbourne’s Needs Assessment (2008), the
redevelopment of Swanston Victorian Transport Plan (2009) • a precautionary approach
Street to accommodate the high and Shaping Melbourne’s Freight • stakeholder engagement
levels of tram, pedestrian and Future (2010). Based on these, a • community participation and
bicycle activity in the street. number of major transport projects
• transparency.
have been planned, including the
Inner Melbourne Action Plan Melbourne Metro Rail, the Regional The City of Melbourne’s transport
The Inner Melbourne Action Plan Rail Link (under construction), and land use policies align with
was adopted by its members WestLink and planning for these principles and objectives
(the cities of Melbourne, Yarra, the Port of Melbourne and the and the City of Melbourne will
Port Phillip and Stonnington Melbourne Freight Terminal. use them when making transport
and VicUrban) in 2005, and land use decisions.
The previous government also
with a 10-year plan to make updated its Metropolitan Strategy There have been other legislative
Melbourne more liveable. Since with Melbourne @ 5 million (2008), changes since 2006 which will
then its strategies include: and developed the Victorian continue to have an impact
• linking and improving transport Cycling Strategy (2009) and the on the planning and delivery
routes Pedestrian Access Strategy (2010). of transport services and
infrastructure in Victoria, such as
• minimising traffic congestion Under the current State
the Climate Change Act (2010).
and increasing public transport Government a new metropolitan
use strategy is expected in 2012-2013. Victoria’s submission to
• supporting planned residential Infrastructure Australia
growth and housing choice
The Victorian Transport
Integration Act (2010) The November 2011 Victorian
• developing the inner city’s Government submission to CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
The new Transport Integration
distinctive activity centres Infrastructure Australia represents
Act (2010) requires the transport
• business investment and the most complete view of the
system to be planned as a single
tourism; and current State government priorities
system performing multiple
in transport. It was developed in
• linking regional open spaces. tasks rather than as separate
the context of increasing demand
transport modes. Its core focus
on our transport networks, a
is integration and sustainability.
growing freight task, declining
The City of Melbourne is required productivity growth across the
to have regard for the objectives economy, escalating construction
and decision-making principles costs and a tight fiscal environment.
of the Act. The transport system
The submission presents current
objectives of the Act are to achieve
State Government priority
social and economic inclusion,
projects on the following topics:
economic prosperity, environmental
sustainability, integration of • strategic city-shaping projects
transport and land use, efficiency, that would increase the
coordination and reliability, capacity at the core of the
safety, health and wellbeing. transport network
13CITY OF MELBOURNE > TRANSPORT STRATEGY > INTRODUCTION
Page 80 of 192
• maximising the efficient use of • Upgrade Regional Passenger Transport patterns in
existing infrastructure Lines
• unlocking opportunities for • Metropolitan Intermodal
Melbourne
integrated urban renewal in System This strategy sets targets for
Melbourne the movement of people in
• Truck Action Plan
Melbourne. The targets are for:
The centrepiece of the submission
is the Melbourne Metro project, a Australian Government • Trips to the City of Melbourne
rail tunnel from South Kensington policy and legislation • Trips from the City of
to South Yarra. It includes an Melbourne
additional pair of tracks through Infrastructure Australia • Trips within the City of
central Melbourne in a 9km The Australian Government Melbourne
tunnel and five new stations at established Infrastructure Australia According to the Victorian
Arden, Parkville, CBD North, in 2008 and the Major Cities Integrated Survey of Travel and
CBD South and Domain. Unit under the Department of Activity, in 2009 there were around
The following projects are Infrastructure and Transport to 2.1 million trips per day to, from
included in the submission, many raise the profile and improve the and within the City of Melbourne.
of which are of significance coordination of Australian city This number is predicted to
to the City of Melbourne and planning and development. increase to around 3.3 million trips
contribute to achieving the The Major Cities Unit is setting by 2030 as more people come to
vision outlined in this strategy. out the Australian Government’s live, work and play in the city.
new framework for transport and The following graph shows the
Planning and development
land use planning. Infrastructure modes by which those trips
• East West Link Australia advises the Government were made in 2009 and the
• Port of Hastings on Australia’s current and future mode share targets for 2030.
• Dandenong Rail Capacity infrastructure needs; mechanisms
program for financing infrastructure
investments; policy, pricing and
• Avalon Airport Rail Link
regulation and their impacts on
• High Capacity Signalling investment, and on the efficiency of
• Removing Level Crossings the delivery, operation and use of
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
• Western Interstate Freight national infrastructure networks.
Terminal
Clean Energy Futures, carbon
• Integrated Urban Renewal price and transport
Delivery In July 2011, the Federal
Government released the Clean
• Melbourne Metro
Energy Future Plan including the
• National Managed Motorways introduction of a carbon price
• Tram Route 86 from 1 July 2012. Emissions from
• Green Triangle Freight domestic aviation, shipping and
Transport program rail transport will be covered
however, the carbon price will not
Further work apply to fuel used by households
• Doncaster Rail Link Study in private cars and light on-
road commercial vehicles.
• Rowville Rail Link Study
The Government will seek to
• Melbourne Airport Rail Link expand the coverage of the
Study carbon price to include heavy on-
• Rail Revival Study road vehicles from 1 July 2014.
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+ + =
Trips to Trips within Trips from Trips to, within & from
the City of Melbourne the City of Melbourne the City of Melbourne the City of Melbourne
Total trips to, within & from the City of Melbourne
Weekday current, forecast growth and target mode share
Current Forecast Growth
Figure 4,000,000 &Target Share
3,500,000
Walking
3,000,000
30% (1,001,766)
2,500,000 Cycling
Walking
20% (400,598) 10% (333,922)
2,000,000
CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
Private Car
Cycling 1,500,000 20% (667,844)
4% (81,534)
Private Car 1,000,000
39% (833,729) Public Transport
500,000 40% (1,335,688)
Public Transport
36% (756,276)
2009 2015 2020 2025 2030
Figure 1.1
Source: 2009 Trips and mode share, Victorian Integrated Survey of Travel and
Activity, Department of Transport
Weekday 2010 & 2030 population, Central City User Survey, daily population
estimates and forecasts model, 2011, City of Melbourne City research branch
2030 amount of trips is based on current level of trips per person per day
15CITY OF MELBOURNE > TRANSPORT STRATEGY > INTRODUCTION
Page 82 of 192
Pedestrians
High level policy • Pedestrians account for six per
targets cent of trips to the municipality
— the VISTA 2009 figure was
By 2020 2.6 per cent — and 80 per cent
• 90 per cent of all commuter of all trips within the
trips to the CBD are by public municipality — the Vista 2009
transport, cycling or walking figure was 65.6 per cent.
— the 2006 journey to work • Master plans are completed to
census figure was 72 per cent. maximise pedestrian access to
key public transport nodes
By 2030 including all City Loop and
• 80 per cent of all trips to the Melbourne Metro 1 stations,
City of Melbourne are made by and key trams stops.
public transport, cycling or Trips to
• Pedestrians are given priority City of Melbourne
walking — the latest Victorian in traffic signal operation at all
Integrated Survey of Travel and key intersections in the Central
Activity (VISTA) 2009 figure is City.
50.9 per cent.
• Pedestrian death or major
• 95 per cent of all trips within trauma from road accidents is
the municipality are made by reduced by 25 per cent.
public transport cycling and
walking — the latest VISTA Cars
2009 figure is 84 per cent.
• Maximum off-street parking
rate for all land-uses in the
Policy targets municipality is implemented via
By 2016 (the term of the 2012- a planning scheme
2016 Melbourne City Council): amendment.
Bicycles • A minimum of 300 on-street
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
car share spaces are installed in
• Bicycles account for six per
the City of Melbourne, of which
cent of trips to the municipality
50 are in the Hoddle Grid.
and six per cent of all trips
within the municipality — the • 40 kph is implemented as the
latest VISTA 2009 figure for speed limit in central
each was four per cent. Melbourne.
• Planning scheme is amended • New network operating plan is
to increase provision of off- approved and 50 per cent of
street bicycle parking in inner Hoddle Grid signals are Trips within
changed to prioritise efficient City of Melbourne
Melbourne.
transport modes.
• 30 new on-street bicycle
parking corrals are installed.
Figure 1.2 & 1.3 (right)
• Two fully-connected east-west
and two north-south separated Source: 2009 Trips and mode share, Victorian Integrated Survey of Travel and Activity,
bicycle routes are constructed Department of Transport
in the Hoddle Grid.
Weekday 2010 & 2030 population, Central City User Survey, daily population estimates
• A map of the quality of the
and forecasts model, 2011, City of Melbourne City research branch
inner Melbourne bicycle
network is published regularly. 2030 amount of trips is based on current level of trips per person per day
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Weekday trips to the Municipality
Current, forecast growth and target mode share
Current Forecast Growth
Figure 1,400,000 Target Share
Walking
1,200,000 8% (99,220)
Cycling
12% (148,830)
Walking 1,000,000
3% (19,858) Private Car
Cycling 20% (248,051)
800,000
4% (32,134)
Private Car 600,000
47% (373,967)
Public Transport
400,000
60% (744,152)
200,000
Public Transport
46% (336,104)
2009 2015 2020 2025 2030
Figure 1.2
Weekday trips within the Municipality
Current, forecast growth and target mode share
Current Forecast Growth
Figure 900,000 Target Share
CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
800,000
700,000
Walking
600,000 69% (589,132)
Walking 500,000
66% (359,958)
400,000
Cycling 300,000 Cycling
3% (16,932) 8% (68,305)
200,000 Private Car
Private Car 5% (42,691)
15% (81,114) 100,000
Public Transport
Public Transport
18% (153,687)
16% (91,107)
2009 2015 2020 2025 2030
Figure 1.3 17CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > WALKING CITY
Page 84 of 192
• A major State Government VicRoads, the City of
study into road management Melbourne and others.
and pricing is complete. • A program of enforcement is
improving the operation of
Trains
on-road public transport in
• Construction has commenced Melbourne.
on the Melbourne Metro line.
• Regional Rail Link is complete Data
and operating. • A Melbourne Transport
• Peak hour (peak direction) Account is published regularly,
train frequency is increased by indicating progress towards
more than 50 per cent from the strategic transport goals for
current 115 services. central Melbourne.
Trams Communications
• 90 per cent of tram stops in • A coordinated communications
the municipality are level campaign is informing
access stops. travellers about appropriate
travel choices and behaviours
• Average tram speeds in the
in Melbourne.
municipality are increased by
20 per cent and reliability is
improved due to signal priority,
level access stops and tram
lanes.
• Tram frequency is increased to
a minimum of 10 minute
frequencies, where these levels
are not currently met.
Buses
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
• Queen Street and Lonsdale
Street are optimised to reduce
bus travel times by 30 per cent
in the city and improve
reliability.
• Blue Orbital (inner
metropolitan) SmartBus route
is operating.
Governance
• Transport and land use systems
in central Melbourne are being
planned and managed in a
transparent and integrated
manner, with the participation
of key agencies including the
Department of Transport,
Department of Planning and
Community Development,
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CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
19CITY OF MELBOURNE > TRANSPORT STRATEGY > MAKING MELBOURNE A CONNECTED CITY
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2 Making Melbourne a
connected city
Planning for
future growth
3
The metropolitan growth trend
in the west
Metropolitan Melbourne is a Epping
sprawling metropolis of 7,700 Broadmeadows
Sydenham
square kilometres with a population
of just over four million. There 4
are five outer metropolitan 2
Footscray
economic sub-regions surrounding 1 Ringwood
the inner metropolitan region. Box Hill
The inner region includes the Werribee
municipality of Melbourne, the
area immediately outside the
municipality and the middle Dandenong
eastern and southern suburbs.
Metropolitan growth has been
5
skewed to the east and south east
Frankston
of the central city.1 The highest
concentration of jobs is along the
inner south eastern corridor from
the central city to approximately
Clayton. This concentration of jobs 6
is enabled by a rich infrastructure
of roads, rail and tram which
provides businesses with a
high degree of accessibility.
Metropolitan Melbourne’s growth
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
by one million people by 2030 is
expected to occur mainly in the Fig 2.1 Self contained employment regions. Source: SGS Economics
western half of the metropolis.
use activity centres at Footscray, Growth in the municipality of
One of the key challenges
Sunshine, Sydenham and Werribee. Melbourne
for metropolitan planning is
matching this residential growth Business growth in these urban The City of Melbourne has an area
with jobs growth in the west. centres will require improved of 37.7 square kilometres and a
transport connections, particularly residential population of 100,000. It
Traditionally jobs in the west have
to provide high levels of is the economic and cultural heart
been in manufacturing but this
accessibility to the employment of metropolitan Melbourne. Each
sector has been in relative decline
centre in the central and inner workday about 780,000 people
and is unlikely to be a major source
eastern areas. These connections travel into the municipality to
of future jobs growth. The current
will also give residents in the work, study and visit. Most come
and future jobs growth is in the
west better access to jobs in the into the central city, an intensive
knowledge/service sector. In the
centre and inner east. Because activity area of 15 square km.
west this sector will be fostered by
much of this improved east- Over the last 20 years this area
intensive development of the mixed
west connectivity would be to, has expanded from the Hoddle
and through, the municipality Grid area (the traditional CBD) to
1 The metropolitan population of Melbourne, it is also an include Southbank and Docklands.
is centred 10km south east of important focus of this strategy.
the Central City at Glen Iris.
20
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The growth surge in the City of Melbourne jobs growth
municipality which began in 1980 to 2020
the 1980s is predicted to see 600,000 Continuing jobs growth
requires efficient high
a doubling of the residential capacity transport system
population to 180,000, and an 500,000
Strong jobs growth and
increase of more than 110,000 jobs increased use of public
transport, and cycling City of
(currently 400,000) by 2030. The 400,000
Melbourne
number of people coming into
No jobs growth, Council
the municipality each weekday 300,000
policies support car access
for work, recreation, education,
200,000
and other purposes is expected
Central
to grow from 780,000 in 2011 to City
100,000
over 1.2 million per day by 2030.
The City of Melbourne is planning 0
for much of this growth to be 1980 1985 1990 1995 2000 2005 2010 2015 2020
accommodated by intensified
development of urban renewal
Fig 2.2 City of Melbourne jobs growth 1980-2020
areas within the municipality.
These areas will need to be was an estimated $45 billion, growth of its new knowledge/
serviced by efficient and approximately 24 per cent of the service economy.
effective transport locally and gross state product (GSP) of the Knowledge/service sector
to the wider metropolitan and Melbourne Statistical Division and businesses seek to agglomerate
inner metropolitan regions. 18.5 per cent of Victoria’s GSP. in dense urban locations, enabled
The aim of this strategy is to by high levels of transport
ensure that access and mobility The knowledge/services
accessibility, because this results
to and around the City of economy enabled by excellent
in greater economies of operation,
Melbourne meets future demands, transport
increased rates of knowledge
while improving prosperity, Melbourne’s decline in transfer and innovation, and
sustainability and liveability. manufacturing competitiveness higher levels of specialisation.
has been compensated by the This is why the municipality is an
Economic prosperity attractive location for this sector. CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
The economic importance of
the municipality of Melbourne
Total Metropolitan Patronage
80% Forecast increase in the next decade
The City of Melbourne is Victoria’s 1000
capital city municipality and 900 up 83%
primary business and activity 2010-11 to 2030
Passenger Boarding (Millions)
800
destination. Twenty one per cent
700
of Victorian jobs, are located
in the municipality, and 40 per 600 up 40%
2010-11 Level from 2004-05
cent in inner Melbourne. The 500
municipality is an international up 63%
400 from 1998-99
hub for trade, business, retailing, Forecast 6.0% p.a.
300
education, science, arts, culture,
200
freight logistics and industry. ~2.5% ~1.7% 5.7%
100 per year per year per year
The municipality’s productivity
is essential for the prosperity 0
1950 1960 1970 1980 1990 2000 2010 2020 2030
of Melbourne, Victoria and the
nation. In 2008, the gross local Source: Market analysis unit, Department of Transport
product of the municipality Fig 2.3 Department of Transport total metropolitan public transport patronage
21CITY OF MELBOURNE > TRANSPORT STRATEGY > MAKING MELBOURNE A CONNECTED CITY
Page 88 of 192
Melbourne’s central city is the hub
of Victoria’s knowledge/services Melbourne as a 24 hour City
economy with finance, insurance,
personal, property and business Night Day Evening
services. Jobs in these areas are
forecast to grow and the central
city footprint must expand to
accommodate this growth.
Activity
Transport enabled agglomeration
can be measured by Effective Job
Density (EJD)2 . EJD maps the
density of businesses and their
degree of connectedness to other Bars and Cleaning Daytime Evening
businesses and the labour market night clubs and rest commerce entertainment
pool. Metropolitan Melbourne’s
highest EJD area is in the inner
3am 9am Time 3pm 9pm
metropolitan region, with the peak
in the municipality of Melbourne. Fig 2.4 City of Melbourne 24-hour city rhythms.
This high EJD is achieved by the location in which to live, Most residents in the municipality
accessibility afforded to businesses work, visit and socialise. have access to tram, train and
by the private and public transport bus services that provide them
services in these areas. Melbourne’s vibrant night-time
economy is a major contributor with above average public
In past decades, the car has to its status as a world leading transport accessibility and
been the dominant enabler of cultural city. However, as the 69 per cent of all trips in the
this accessibility. Train and tram city stays awake longer, there municipality are by walking.
services and walking however, are is a need to make policy and A very high proportion of
growing in importance because operational decisions to manage apartment residents in the
they are better at servicing this the competing demands of the municipality’s two main urban
high density agglomeration. groups who visit the city, as well renewal areas walk to work – 34 per
These modes are also needed to as those who live and work there. cent in Docklands and 48 per cent
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
underpin the expansion of the in Southbank. Future urban renewal
central city to the inner west of Liveability and social will be designed to provide similar
the municipality, the Footscray
Central Activities Area and inclusion or better levels of access by public
transport, walking and cycling.
subsidiary centres in the west. Since the 1990s, 30,000 new
residents have come to live in Disability access
Melbourne as a 24-hour city the municipality. Most of this
Approximately 18 per cent
Over the past decade the city new residential population is
of the Victorian population
has attracted a diverse and living in high density apartment
has some form of disability.
vibrant mix of residents, visitors dwellings, 20,000 in the central
This strategy incorporates
and business using the city 24 city. These residents are attracted
the City of Melbourne’s policy
hours a day, seven days a week. to live in the city for many of the
commitments3 to ensure access
This has underpinned economic same reasons as business – close
to the municipality’s publicly
and cultural development and access to a very wide range of
accessible spaces and places
has seen the city develop into employment, social, entertainment,
for all abilities and ages.
an internationally recognised shopping, cultural, recreational
and transport opportunities and The Disability Discrimination Act
services. Residents of public (DDA) requires 90 per cent of
2 SGS Economics & Planning
(2010) Employment Land Study; housing make up 10 per cent of
Kensington North Melbourne, dwellings in the municipality. 3 City of Melbourne – Children’s Plan
for the City of Melbourne (2010) and Disability Action Plan
22
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Effective Jobs Density
Inner City, all transport modes
Very High
High
Moderate
Low
Very Low
1km
CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
Effective Jobs Density Effective Jobs Density
Metropolitan, public transport only Metropolitan, all transport modes
1km 5km
Fig 2.5 Effective Jobs Density Source: SGS Economics 23CITY OF MELBOURNE > TRANSPORT STRATEGY > MAKING MELBOURNE A CONNECTED CITY
Page 90 of 192
the public transport system to be
compliant with the act by 2017. Transport emissions in 2009
This strategy incorporates these
objectives to ensure those with
disabilities can access train, trams Railways Domestic aviation
and buses. DDA compliant access
Domestic
also means quicker and easier
shipping
access for able bodied users and
for users with pushers and trolleys.
Light
Equitable access to the central commercial
city
vehicles
Residents and businesses in Passenger
Melbourne’s inner and middle cars
eastern suburbs have above Motorcycles
average to very good access to the Buses
municipality and central city. With
most metropolitan growth likely Trucks
to occur in the west, significantly
improved transport connections
from the west to the central city
and to the inner and middle east are
needed to provide residents and
businesses in the west with more Source: Department of Climate Change and Energy Efficiency
Fig 2.6 Transport emissions
equitable access to the high density
of jobs and services in those areas.
infrastructure is a key step in the precursors to photochemical
addressing these issues. smog in Australian capital cities.4
Transport and health
Transport consequences for human Air quality Environmental
health are varied and range from
direct effects like noise and air
Transport is a major source of urban sustainability
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
air pollution which in turn imposes
pollution to less direct effects The transport integration act
significant health impacts on the
such as more sedentary lifestyles. requires that the transport system
community. Human health effects
The benefits of addressing these actively contribute to environmental
range from mild respiratory effects,
issues are spread across health, sustainability by protecting the
through to asthma, cardiovascular
environment and transport natural environment, minimising
conditions and premature mortality.
which create a challenge for harm to the broader environment,
Despite substantial reductions
integrated and coordinated promoting more sustainable
in the levels of many ambient air
responses from government. modes of transport and improving
pollutants, several remain of policy
the environmental performance
concern. These are particulates and
Physical activity of all modes of transport.
the precursors to photochemical
There are significant benefits smog—nitrogen oxides and This can be achieved by:
to increased physical activity volatile organic compounds. Motor • adapting the transport system
and transport provides a major vehicles are the major source of to a changing climate
opportunity to increase physical
activity through increased levels
of walking and cycling. Creating
4 Bureau of Transport and Regional
the conditions in which healthy
Economics (2005). Health impacts
lifestyles become embedded of transport emissions in Australia:
in our social and physical economic costs. Canberra, Department
of Transport and Regional Services.
24
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• ensuring transport source of passenger transport on petrol for fuel. The higher costs
infrastructure practices are emission reduction in the short- of electric vehicles are expected
resource-efficient and to medium-term (and which the to reduce over the next 10 to 20
environmentally friendly City of Melbourne can reasonably years. Hybrid and fully electric
• reducing travel distances influence) are policies and actions freight vehicles are also expected
to facilitate a mode shift away to play a significant role in the
• increasing the use of
from cars to public transport, future reducing the pollution and
environmentally sustainable
cycling and pedestrian options. amenity impacts of urban freight.
transport
Electric vehicles appear likely to
• ensuring all forms of transport Carbon price and transport
become more prolific over the
are more resource efficient and The federal government’s Clean next 20 years. This increase will
environmentally friendly. Energy Future Plan (CEF) includes reduce noise and air pollution,
a carbon price from 1 July 2012. however, it will not change the
Transport emissions
Emissions from domestic aviation, transport characteristics of driving
Transport emissions are the shipping and rail transport will and it will not lower greenhouse
result of the quantity and type be covered however, the carbon gas emissions while Victoria’s
of transport being used. There price will not apply to fuel use electricity come from burning
are many kinds of emissions that by households for transport brown coal. A combination of
have a significant effect on human and light on-road commercial train, tram, walking, cycling and
health and the environment. vehicles. Insulating private vehicle reducing the overall need for
Substantial growth in the demand travel from the carbon price, travel through land use policies
for travel in Victoria is predicted while applying it to other more will remain intrinsically more
over the coming decades. This sustainable transport, like public energy and logistically efficient for
growth must be accompanied by transport, may have a negative the city’s core transport tasks.
a shift to low emissions modes of effect on achieving the mode share
transport and an improvement in targets outlined in this strategy. It Energy cost vulnerability
vehicle fuel efficiency to prevent a remains vitally important to begin CSIRO predictions of oil price
significant increase in emissions. moving to low carbon forms of rises indicate that petrol prices in
transport sooner rather than later. Australia could be between $2 and
Greenhouse emissions
The relative impact that the CEF $8 per litre if there is a near-term
A framework for reducing
will have on the cost of driving peak in international oil production, CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
greenhouse gas emissions
and public transport needs to resulting in declining future oil
(GHG) associated with the
understood and accounted for. supplies5. A significant factor
municipality is set out in the City
However the combination of a behind the surge in public transport
of Melbourne’s Zero Net Emissions
carbon price and volatility in the patronage during 2006 and 2008
by 2020 (Update 2008).
global price of oil means that was the rise in petrol prices.
Transport emissions associated transport emissions are likely to Large residential areas of
with the municipality of Melbourne become an economic issue as metropolitan Melbourne are
accounted for 20 per cent of much as an environmental one. dependant on car access and
all GHG emissions in 2005–06
are therefore vulnerable to oil
and this is predicted to grow by Electric cars
price rises6. This strategy and the
61 per cent by 2020. Passenger Passenger cars are the largest
transport (road and rail) accounts source of GHG emissions in the
for 12 per cent of total emissions, 5 CSIRO (2008) Fuel for thought: The
transport sector, accounting for future of transport fuels: challenges and
with freight at 8 per cent. almost half of transport emissions in opportunities. CSIRO Corporate Centre
The focus of transport solutions in 2009. These emissions are primarily
the Zero Net Emissions strategy is related to vehicle kilometres 6 Vampire index, from Dodson, J. &
Sipe, N. (2008) Unsettling Suburbia: The
on passenger transport. Passenger travelled and the fuel efficiency of New Landscape of Oil and Mortgage
cars are the largest contributors to the vehicle fleet. Electric cars have Vulnerability in Australian Cities.
transport emissions. The primary lower emissions and are not reliant Griffith University Urban Research
Program, Research Paper No. 17
25CITY OF MELBOURNE > TRANSPORT STRATEGY > MAKING MELBOURNE A CONNECTED CITY
Page 92 of 192
Municipal Strategic Statement
will increase the provision of
urban development that is
efficiently serviced by good
public transport, and will reduce
Melbourne’s vulnerability to
transport energy cost increases
Climate change adaptation
The City of Melbourne developed
its Climate Change Adaptation
Strategy in 2009. The strategy
identifies key risks to the City of
Melbourne, several of which have
implications for our transport
system. They include consideration
of the impact of the transport
system on the environment as
well as how a changing climate
will impact on the functioning
of the transport system.
Of the key adaptation risks to the
City of Melbourne, heat waves,
intense rainfall and wind storm
events are the most likely to
impact our transport systems Central City Growth
and are expected increase in 2011
intensity and frequency, 2030
Urban Renewal
Extreme heat can severely impact
train and tram networks due to
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
rail infrastructure vulnerability
and power supply issues. Fig 2.7 Central city growth scenario and urban renewal areas.
The train system is highly premature death and the risk heat absorption and emission from
interdependent. Failures at one of anti-social behaviour. City the built environment. During the
location can quickly impact the of Melbourne Climate Change daytime, the street tree canopy also
whole network. Heat stress can Adaptation Strategy (2009) improves human thermal comfort
also lead to passenger illness predicts an increasingly hotter in the street for pedestrians
causing significant train delays. and drier climate for Melbourne and cyclists, and reduces air
Mitigating the urban heat island and identifies this effect as one conditioning loads in vehicles. In
effect of the key associated risks. this context, street trees play a
The most effective means part in the effectiveness and fuel
Many dense urban environments efficiency of the municipality’s
suffer from the urban heat island of mitigating the effect is by
building a functioning healthy transport system. The City of
effect due to the build up and Melbourne’s approach to managing
retention of heat in buildings and urban street tree canopy to
provide shade and cooling (by its urban forests is outlined in its
pavements during summer. This Urban Forest Strategy 2012-2032.
effect increases the temperatures evapotranspiration)7 to reduce
of hot summer nights in the city
by as much as four degrees. It 7 City of Melbourne (2011) draft
Urban Forest Strategy; Making
increases air conditioning loads, a Greener City 2012-2032
26
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