PIA wishes to acknowledge that IV has responded positively to PIA s earlier submissions, in particular:

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1 3 November 2016 Mr Michael Masson Chief Executive Officer Infrastructure Victoria Level 34, 121 Exhibition Street Melbourne VIC 3000 Victoria Level 3, 124 Exhibition Street Melbourne, 3000 T: (03) E: W:planning.org.au/vic ABN Dear Mr Masson, Re: Submission on Infrastructure Victoria s Draft 30-Year Infrastructure Strategy This submission has been prepared by the Victorian Division of the Planning Institute Australia (PIA) in relation to Infrastructure Victoria s (IV) Draft 30-Year Infrastructure Strategy. PIA wishes to acknowledge that IV has responded positively to PIA s earlier submissions, in particular: Land use planning solutions feature strongly in the recommendations, which demonstrates an acknowledgement by IV of planning s importance in this field. PIA submission to Laying the Foundations that IV s definition of green infrastructure should be broadened as it provides a variety of services, including the protection of waterway health, management of stormwater, maintenance of habitat and biodiversity, and provision of recreational and sustainable transport opportunities has been incorporated. IV have taken on board PIA s submission to Laying the Foundations that infrastructure can help prevent pressures on the health system by encouraging physical activity and participation in sport and recreation because it can play an important role in preventing chronic disease and promoting physical and mental wellbeing. PIA suggests that IV note that the issue of amenity in the delivery of infrastructure is a critical component of population wellbeing, and should be included as a foundation principle of infrastructure delivery. In a rush to deliver significant infrastructure in a time constrained environment this important issue can be bypassed, to the long term loss of all Victorians. A particularly obvious example has been the efficient delivery but suboptimal design of new railway stations on the Regional Rail Link. Poorly designed infrastructure or alterations to existing infrastructure that do not factor in the surrounding context can have negative impacts on the urban environment. This is not addressed in the 30-year strategy even though there is real economic cost to poor delivery outcomes. PIA believes that a clearer and greater emphasis on the importance of planning for a low carbon future would add value in the document.

2 It is unfortunate that IV could not incorporate the Plan Melbourne Refresh into the draft strategy due to timing issues. PIA anticipates that Plan Melbourne Refresh will be built into the plan at the earliest opportunity. PIA congratulates IV on bringing to the forefront the important issue of social and affordable housing and the risk to the future of the State of not addressing this issue as a part of its response to infrastructure delivery. Worldwide there are many approaches to tackling this issue, all with their particular problems and implementation difficulties. PIA does not support blanket inclusionary zoning. However, in the case of disposal of Government land provision of social and affordable housing should be mandatory, providing the land meets a set of access to infrastructure and service requirements. If not, the agency should be able to dispose of the land for the best return, monies raised to be tagged for use for social and affordable housing in a more appropriate location. PIA also strongly supports IV emphasising the need to increase densities in established areas to make better use of existing infrastructure. The current planning arrangements effectively discourage development in many locations that meet this criterion, effectively create costs for all Victorians and encouraging the expansion of the city in greenfield areas where these services are yet to be provided. PIA does not accept the IV position on the immediate need for a comprehensive road pricing system. PIA sees this recommendation as a complex solution that will be extremely difficult to implement in an equitable way. PIA also believes that, by focussing of this price based solution, IV have miss a very real opportunity that could be provided by introducing real time information for road users that could potentially create the same benefits without the obvious political and implementation complexities. Given that the technology required for this system would form the basis of any road pricing regardless, it would seem to be a superior solution in the first instance. It is not hard to imagine that at least 5% of motorists will delay travel, or take a different, less congested route, if real time information was provided. PIA strongly recommends to IV that this solution be put forward as a top three recommendation. Overall PIA welcomes IV s Draft 30-Year Infrastructure Strategy, and looks forward to working with IV in the future on further reviews and studies under the purview of IV. Please find following PIA s comments on particular sections of the Plan, forming part of our submission. If you wish to discuss any aspect of this submission, please do not hesitate to contact the Victorian Executive Officer, Carmel McCormack or myself on Yours sincerely James Larmour-Reid RPIA (Fellow) Planning Institute Australia, Victorian President pg. 2

3 Planning Institute Australia Submission to Victoria s Draft 30-year Infrastructure Strategy, October 2016 Document Need 1: Address infrastructure demands in areas with high population growth 1.1 Increase the proportion of housing in areas that are well serviced with infrastructure Development in established areas. Intensify housing development in established areas of Melbourne.UDC Comment PIA strongly supports this recommendation. The south and east of Melbourne are very well serviced with all essential infrastructures. This is particularly true with respect to expensive health services and public transport. Development around train stations should be strongly encouraged in line with IV recommendations. Nevertheless the following concerns are raised: 1. IV does not adequately recognise the growth areas of SE Melbourne as an area of need. Dandenong is as far from Melbourne as Pakenham is from Dandenong, and the distribution of social services in particular in the Casey Cardinia corridor is very poor. Given that the population of these two municipalities alone will approach 800,000 in the review period and that distance to Melbourne will become an increasing issue due to traffic congestion as population approaches peak numbers the area could be considered a region in its own right by IV. Similarly, a greater percentage of working population travel from the Greater Geelong area to Melbourne for work than from Cardinia Shire, yet Geelong is not considered a part of the Melbourne Metro area. 2. There is a need to consider what level of development is appropriate in order not to breach service levels in areas that are identified. This will require more than rezoning land in existing areas. It will require investigating what the underutilisation is and determining what additional capacity can be accommodated without requiring significant government investment, and identifying immediate significant infrastructure investments that would be required to support growth in the east and south so as not to breach service provisions in the immediate future. 3. Property development and beneficiary charges currently, and under proposals suggested by IV also feed into government revenue more than what is required to fund 1.1.1, and highlighting the return on investment benefits. This delivers rational economic justification for the effective land use planning proposed by IV for government. pg. 3

4 1.1.2 Development in/around employment centres. Target intensification and development of businesses, services and housing around activity centres, particularly major employment centres and the transport corridors that feed them, by amending planning schemes within 0-5 years STO 1.2 Provide catalyst transport infrastructure to unlock large-scale brownfield sites close to inner city areas Fishermans Bend tram link. Extend the tram network to Fishermans Bend to stimulate highdensity major urban redevelopment within 5-10 years CCT 1.3 Provide transport infrastructure to support high growth greenfield areas Innovative transport services. Remove barriers to the entry of new market players offering innovative transport services within 0-5 years MAS Growth area local buses. Expand the local bus network coverage in growth areas and provide service enhancements over 0-15 years LBS PIA strongly supports this recommendation. Point 3. As above under PIA strongly supports this recommendation. The extension of the tram network into Fishermans Bend from Collins St is essential to realise the full value of the opportunity presented by the re-development of the area. PIA strongly supports this recommendation The shared transport economy is capable of freeing up significant resources in the economy while minimising infrastructure congestion. PIA strongly supports this recommendation. The early introduction of bus services into growth areas allows households to make rational decisions about minimising expensive private vehicle ownership. pg. 4

5 1.3.3 SmartBus network Key areas of priority are in the western suburbs and around the inner city (ref. SNE) Geelong/Werribee/Wyndham rail. Deliver new stations with rail capacity expansion on the existing Regional Rail Link WWW,GWR, GRE Outer metropolitan arterial roads. Roll out a program of upgrades to the arterial road network, focusing on congested roads in outer metropolitan areas, over 5-15 years OMA Wallan rail electrification. Extend the electrified rail network to Wallan within the early part of years to support the northern growth corridor and improve services on the Seymour line WRE Clyde rail extension. Construct an extension of the Cranbourne rail line from Cranbourne to Clyde within years CRE Wollert transport links. Complete a feasibility study within 0-5 years for creating a high capacity transport link (rail or bus) connecting growth areas WRE2 IV has under estimated the demand for this infrastructure and supporting infrastructure such as parking at stations multi deck parking solutions are required now. PIA recommends that IV revisit this recommendation, bring forward the current recommendation, and expand it to include substantial parking infrastructure as a critical component of station delivery at growth area stations, especially in the west and north. Congestion in the north and west is severely compromising all road based forms of transport. PIA strongly recommends to IV that this infrastructure item be a higher priority. Local arterial roads and the Monash Freeway will severely impact work trip time contours within the south east in the short term. Bring forward to 5-10 years. pg. 5

6 1.4 Make better use of local infrastructure in areas experiencing growth Public libraries. Provide additional support to local government for the delivery of 21st century municipal libraries (new or upgraded) over 0-30 years. LLH 1.5 Improve the planning for high growth areas to ensure infrastructure is coordinated and delivered in a timely way Government service/infrastructure planning Funding recommendations additional comments Beneficiary charges should be considered for Fishermans Bend Tram link, Wallan rail electrification, and Geelong/Werribee/Wyndham rail if there is a substantial uplift in land values and business activity in the vicinity of the new projects. New beneficiary charges could include land betterment levies on commercial and/or residential property and developer contributions. Developer contributions could also be considered for outer metropolitan arterial roads. Property development opportunities could be pursued for development in established areas. PIA strongly supports this recommendation as critical. Public libraries are key community facilities, especially for older age cohorts and student users. Their integration into daily life and facility improvement must be a very high priority. PIA is disappointed that Government does not appear to be effectively using GAIC funds to provide required infrastructure. GAIC funds should be expended in a timely way to support growth areas, not held as a general revenue reserve as appears to be the case at present. PIA recognises that IV have responded to submissions about the need to for the government to identify a way to implement the strategy in this. PIA strongly supports the introduction of beneficiary charges to offset the cost of and fund infrastructure. PIA advises IV that the government has undertaken a great deal of work on developer contributions in existing developed areas of Melbourne. This valuable work undertaken by a Ministerial Advisory Panel should be revisited and recommendations reviewed and implemented. IV appears to have misunderstood the funding mechanism for outer metropolitan arterial roads. Developer contributions substantially fund the arterial road network and intersections through DCPs. pg. 6

7 INSIGHT: Densification in established areas? In particular, the established areas of Melbourne to the east and the south are well served by infrastructure and offer the opportunity to further intensify housing the evidence on the advantages of urban consolidation from an infrastructure perspective are clear, and we strongly support efforts to achieve this through Plan Melbourne, including future refreshes over coming years. Need 2: Address infrastructure challenges in areas with low or negative population growth 2.1 Maintain adequate transport connectivity in low growth areas Regional highways. Transparently identify and prioritise upgrades to regional highways that will increase productivity and safety for road users within 0-5 years Regional local road maintenance. Provide additional support for road maintenance and upgrades in regional Victoria over 5-30 years. Funding recommendations additional comments PIA strongly supports this recommendation. PIA does not believe that the user charges for regional highway infrastructure can be introduced equitably or reasonably. pg. 7

8 User charges could contribute to funding for regional highway upgrades that have been identified and prioritised. Need 4: Enable physical activity and participation 4.1 Increase walking and cycling for transport Cycling end-of-trip facilities. Increase the provision of end-of- trip bicycling facilities ALR Cycling corridors/walking improvements. Finalise and roll out Victoria s Strategic Cycling Corridors and identified walking network improvements within 0-15 years BWP2, BWP3, BHT Green infrastructure. Increase the amount and quality of green infrastructure in urban settings over 0-15 years UFF Need 5: Provide spaces where communities can come together 5.1 Make more strategic investments in cultural and sporting facilities Major cultural/sporting infrastructure ensure that any future infrastructure investment will have a wider community benefit. CSM PIA supports this recommendation, however PIA strongly recommends that IV revisit the benefits of urban forests to health during heat waves and incorporates these substantial benefits into their recommendations. pg. 8

9 5.3 Turn schools into places for the whole community Schools as community facilities. Transform state schools into community facilities SCF 5.4 Upgrade existing facilities and build new ones that meet the needs of more than just one group, and respond to the changing needs of the community Public libraries. Provide additional support to local government for the delivery of 21st century municipal libraries (new or upgraded) over 0-30 years. LLH Funding recommendations additional comments Some of the cost of providing refurbished or new community facilities could be reduced by local government, service providers and community organisations selling lowperforming, costly or not fit-forpurpose community infrastructure. Property development opportunities could also be pursued by partnering with the private sector, such as selling or leasing facilities or floor space for commercial retail development (such as cafés, shops, etc.). User charges could be used to recover from users some of the cost. PIA suggests that IV revisit Reform of the Education Act which has stalled and make relevant recommendations about how the Act limits community confidence around these recommendations. PIA suggests that IV revisit reform of the Education Act that has stalled and make relevant recommendations about how the Act limits community confidence around these recommendations. PIA is not convinced that IV has a good understanding of the extent that this occurs already in the sector and suggests that IV review their current understanding. pg. 9

10 INSIGHT: Refurbishing and rationalising community facilities? For sport and recreational assets, it could support upgrading an existing grass sports field to a synthetic turf field that would increase its use from 25 hours a week to 60 hours a week. Given that this recommendation is about meeting demand and better use of assets, it could be targeted to areas experiencing strong population growth or rural areas with constrained resources in the first instance. Need 6: Improve accessibility for people with mobility challenges 6.1 Retrofit existing infrastructure and better design new infrastructure to improve accessibility Transport interchanges. Develop a transparent prioritisation process within 0-5 years for upgrading transport interchanges beyond current commitments. 6.2 Increase transport choice to reduce barriers to mobility Need 7: Provide better access to housing for the most vulnerable Victorians Recommendations The provision of adequate shelter is a basic human need and is vital to the functioning of Victoria s society and economy. PIA supports this recommendation, however IV must also recognise that this worthwhile undertaking comes with substantial cost of providing synthetic turf fields over grass fields and replacement over relatively short time periods. PIA strongly supports this recommendation. pg. 10

11 7.1 Support low-income households to access and remain in the private rental market Housing rental assistance. Extend current state government housing rental assistance and advocacy programs over 0-30 years. 7.3 Reform planning provisions to support the development of well-located, affordable housing Affordable housing fast-track approvals. Provide an alternative statutory approvals process for affordable housing developments by amending the planning system within 0-5 years Affordable housing planning mechanisms. Review planning provisions and implement inclusionary zoning and/or provide incentives to deliver affordable rental housing in areas that are appropriate for high and medium density housing and close to public transport and services within 0-5 years. Inclusionary zoning should be considered primarily for government land and in areas where government is undertaking actions that will provide uplift to private land values. PIA supports a review of planning provisions to increase emphasis on mechanisms to deliver affordable housing. PIA, however, is not convinced that blanket inclusionary zoning is an appropriate mechanism for delivery. Consideration should be given to the application of inclusionary zoning on Government land located in areas well serviced by social infrastructure and public transport where it should be mandated. pg. 11

12 7.4 Increase access to affordable housing for vulnerable households Affordable housing plan. Develop a statewide plan for the provision of dedicated affordable housing within 0-5 years so that a more comprehensive, coordinated approach is taken, bringing efficiency and certainty to the significant expenditure required Crisis and transitional accommodation. Significantly expand access to crisis and transitional accommodation (with support services) within 0-5 years. An increase in the supply of short-term housing responses is required for highly vulnerable Victorians, particularly people experiencing homelessness, households escaping family violence and young people Affordable rental housing provision. Significantly increase the provision of social housing and support investment by the private sector in the provision of affordable private rental housing over 0-30 years. Need 8 Address increasing demand on the justice system pg. 12

13 Need 9. Provide access to highquality education infrastructure to support lifelong learning 9.3 Improve delivery of new and upgraded kindergarten and school infrastructure School investment pipeline. Publish, on an annual basis, 5-year investment priorities for new and upgraded government schools, alongside the planning data that shows demonstrated need, within 0-5 years Schools as community facilities. Transform state schools into community facilities (for example, integrating kindergartens and long day care and sharing of sports facilities, community arts facilities and libraries) over 5-30 years. 9.4 Support the development of spaces for lifelong learning Public libraries. Provide additional support to local government for the delivery of 21st century municipal libraries (new or upgraded) over 0-30 years. Need 10. Meet growing demand for access to economic activity in central Melbourne 10.1 Promote urban consolidation to enable people to PIA strongly supports this recommendation. PIA s position is that this recommendation is critical. Public libraries are key community facilities, especially for older age cohorts and student users. Their integration into daily life and facility improvement must be a very high priority. PIA strongly supports this recommendation. pg. 13

14 live closer to jobs, public transport and the central city Development in established areas. Intensify housing development in established areas of Melbourne, Geelong, Ballarat and Bendigo that are already well serviced with infrastructure by amending planning schemes within 0-5 years Development in/around employment centres. Target intensification and development of businesses, services and housing around activity centres, particularly major employment centres and the transport corridors that feed them, by amending planning schemes within 0-5 years Introduce a transport network pricing regime to manage congestion and obtain the most efficient use of the transport network Transport modelling. Improve transport modelling tools within 0-5 years to better assist longterm strategic transport planning Transport network pricing. Introduce a transport network price regime within 5-10 years that will reduce congestion and crowding and enable faster travel times for highvalue trips, considering all modes and PIA strongly supports this recommendation. PIA strongly supports this recommendation. PIA is opposed to the introduction of a transport network price regime within 5-10 years. PIA recommends that IV review this recommendation and makes the following comments to assist this: 1. The most vulnerable groups are the least likely to fully understand and relationally interpret such a system. An assumption of perfect knowledge in decision making cannot be made pg. 14

15 with a focus on addressing equity concerns Encourage people living along congested corridors and in higher density areas to shift to active travel to reduce the demand on other transport modes Enhance and upgrade existing public transport infrastructure to maximise the efficiency and operation of an integrated multi- modal network. 2. It will by necessity be a complex system with the unanticipated inherent failures of highly regulated complex systems 3. Comparing Melbourne to densely populated cities extremely well serviced by public transport is a fundamental law of the instrument error. 4. Transport congestion management is intimately tied up with urban structure that cannot be changed in the short term, and can only change over a very long period. 5. There are much simpler ways of generating a 5% reduction in congestion on the transport network, such as real time information delivery, that improve individual decision making, has less impact on vulnerable groups, and establishes the fundamental ICT systems that support better transport modelling and create the base for a pricing mechanism if deemed necessary in the longer term. 6. Changing vehicle tools such as semi and fully autonomous vehicles, shared economy options (such as Uber) are highly likely to substantially challenge the assumptions built into this IV recommendation. PIA strongly supports this recommendation Public transport real-time information. Provide open source access to real-time public transport information across the metropolitan and regional networks covering all modes within 0-5 years. pg. 15

16 Train timetabling. Implement the required timetable changes on the metropolitan train network to deliver the peak period service uplifts enabled by the completion of the Regional Rail Link within 0-5 years Metropolitan bus network. Reform the metropolitan bus network starting from a clean slate, with a review of the existing routes and services Transport interchanges. Develop a transparent prioritisation process within 0-5 years for upgrading transport interchanges beyond current commitments. This framework should focus on identifying upgrades that facilitate faster and easier passenger transfers Priority interchanges for upgrade are expected to include those that serve the Monash, Dandenong and Latrobe National Employment Clusters (NECs) and the Box Hill and Broadmeadows Metropolitan Activity Centres (MACs) (ref. MII) Metropolitan rail upgrades. Review and update Public Transport Victoria s Network development plan Metropolitan rail within 0-5 years to transparently identify and prioritise network upgrades and enhancements required to remove physical and PIA strongly supports this recommendation. pg. 16

17 operational constraints that will maximise the use of the existing rail network Metropolitan rail stations. Upgrade metropolitan rail stations with high passenger volumes, such as Caulfield and South Yarra stations High-capacity signalling. Roll out high-capacity signalling systems on key sections of the metropolitan rail network Make better use of the existing road network to maximise passenger throughput, traffic flow and value for money Traffic management systems. Upgrade and expand advanced traffic management systems to manage flows on metropolitan motorways, employing tools such as lane use management, access ramp signalling, CCTV and variable message signs, over 0-10 years Road space allocation. Accelerate the roll-out of changes to road space allocation, whether physical changes or alterations to road signals, to improve throughput of people, particularly in areas of high congestion, over 0-15 years. PIA strongly supports this element. South Yarra station in particular requires urgent attention. PIA believes that the delivery of Metro without a South Yarra stop and full redevelopment of the South Yarra station to support the population growth in the local area is a significant failure of government decision making. PIA strongly supports this element as essential works for the improvement of the network. PIA strongly supports the early introduction real time information systems. It is notable that real time traffic information has been available for German autobahns since the 1980 s. pg. 17

18 Doncaster bus system. Upgrade the existing Doncaster Area Rapid Transit (DART) bus system within 5-10 years to support increased demand and improve the reliability of services Prepare the road network and regulatory frameworks for the arrival of driverless vehicles Innovative transport services. Remove barriers to the entry of new market players offering innovative transport services within 0-5 years to increase travel options and encourage higher vehicle occupancy Expand the reach of the public transport network into high growth areas to improve their connections to central Melbourne Fishermans Bend tram link. Extend the tram network to Fishermans Bend to stimulate highdensity major urban redevelopment within 5-10 years Geelong/Werribee/Wyndham rail. Deliver new stations with rail capacity expansion on the existing Regional Rail Link corridor in western Melbourne to support these high growth areas while maintaining travel times and relieving overcrowding on the Geelong line within 5-15 years PIA strongly supports this recommendation. The extension of the tram network into Fishermans Bend from Collins St is essential to realise the full value of the opportunity presented by the re-development of the area. PIA strongly supports this recommendation. pg. 18

19 Melton rail electrification. Extend the electrified rail network to Melton within years to support the western growth corridor and improve services on the Ballarat line Wallan rail electrification. Extend the electrified rail network to Wallan within the early part of years to support the northern growth corridor and improve services on the Seymour line Clyde rail extension. Construct an extension of the Cranbourne rail line from Cranbourne to Clyde within years Wollert transport links. Complete a feasibility study within 0-5 years for creating a high-capacity transport link (rail or bus) connecting growth areas around Wollert to the rail network and on to central Melbourne Upgrade and, over time, construct high-capacity public transport links between Melbourne Airport and the CBD to create strong interstate and global links with the central city Melbourne Airport bus. Deliver a high level of on- road priority to bus services linking Melbourne PIA supports this recommendation PIA strongly suggests to IV that this infrastructure item must be a higher priority. Local arterial roads and the Monash Freeway will severely impact work trip time contours within the south east in the short term. Bring forward to 5-10 years. PIA strongly supports this element. PIA strongly supports improvement of high-capacity public transport links between Melbourne Airport and the CBD. However, PIA s view is that the Airport Bus, although cost effective, is an extremely poor substitute for a rail connection to the airport leaving Melbourne with a sub-standard entry experience to the city for everyday passengers. The emphasis on the airport bus could significantly undermine the competitive Melbourne visitor experience well within the recommendation period. pg. 19

20 Airport to central Melbourne over 0-10 years Melbourne Airport rail link. Deliver a rail line to Melbourne Airport, preferably linking with both central Melbourne and the southeast, within years once the additional capacity of the airport bus has been exceeded Expand public transport capacity with major new infrastructure projects to transform the network City Loop reconfiguration. Reconfigure the City Loop within the early part of years to deliver a major capacity uplift to the Craigieburn and Upfield corridors and enable electrification to Wallan Melbourne Metro - future stages. Identify trigger points that would require a major uplift in capacity on the Mernda, Werribee and Sunshine rail corridors within 0-5 years. It is likely this extra capacity will be required in the latter part of the year period or potentially beyond 30 years. Funding recommendations Transport network pricing (Recommendation ) is a major PIA strongly recommends that IV fully review this element with the intention of introducing a rail link in the near future. PIA strongly supports this recommendation. PIA recommends a first principal review by IV taking into account the suggestions above. pg. 20

21 pricing reform that helps to change transport user behaviour. The delivery of the following major projects and policies is expected to involve significant costs or present opportunities to capture some of the value of urban planning decisions. Funding recommendations additional comments Development in established areas and development in/around employment centres require planning scheme changes that are likely to increase the value of land in certain areas. To capture part of this value, government could levy beneficiary charges such as developer contributions. Beneficiary charges should be considered for Fishermans Bend tram link, Wallan rail electrification, Geelong/Werribee/Wyndham rail and Melbourne Airport rail link if there is a substantial uplift in land values and business activity in the vicinity of the new projects. New beneficiary charges could include land betterment levies on commercial and/or residential property and developer contributions Need 11: Improve access to middle and outer metropolitan major employment centres PIA strongly supports this recommendation. While PIA acknowledges that IV have identified and discussed the importance dealing with infrastructure of the west and north growth areas, PIA strongly suggest that IV have not given due consideration to the issues that will emerge with the rapidly increasing Casey Cardinia corridor where a large population, furthest from the city centre, will be pg. 21

22 The development of Melbourne as a city with a strong central hub complemented by thriving middle and outer metropolitan employment centres has the potential to improve access to jobs and educational opportunities for more Victorians and help grow the state s economy 11.1 Promote growth in business activity, services and higher density housing in major employment centres and transport corridors to enable more people to live closer to jobs Development in/around employment centres. Target intensification and development of businesses, services and housing around activity centres, particularly major employment centres and the transport corridors that feed them, by amending planning schemes within 0-5 years Government service/infrastructure planning. Formalise an area-based, whole-ofgovernment, integrated service and infrastructure planning and investment prioritisation process within 0-5 years Make better use of the existing transport infrastructure to support an integrated multi-modal resident within the review period. PIA recommends that IV revisit the requirements of SE Melbourne growth areas urgently. PIA strongly supports this recommendation. pg. 22

23 network linking major employment centres with the rest of the city Metropolitan bus network. Reform the metropolitan bus network starting from a clean slate Road asset management. Implement a performance- based road asset management framework within 0-5 years that sets a priority order of road users and identifies roads surplus to requirements RMF Transport interchanges. Develop a transparent prioritisation process within 0-5 years for upgrading transport interchanges beyond current commitments. This framework should focus on identifying upgrades that facilitate faster and easier passenger transfers Level crossing removals. Develop a transparent prioritisation process within 0-5 years for targeted removal of level crossings beyond current commitments made by government. MLC Road space allocation. Accelerate the roll-out of changes to road space allocation, whether physical changes or alterations to road signals, to improve throughput of people, particularly in areas of high congestion, over 0-15 years. PIA strongly supports this recommendation. pg. 23

24 11.3 Upgrade and construct highcapacity public transport links between the major employment centre at Melbourne Airport and the CBD to create strong interstate and global links with the central city Melbourne Airport bus. Deliver a high level of on- road priority to bus services linking Melbourne Airport to central Melbourne over 0-10 years Melbourne Airport rail link. Deliver a rail line to Melbourne Airport, preferably linking with both central Melbourne and the southeast, within years once the additional capacity of the airport bus Build new transport links to enhance the accessibility of the major employment centres Employment centre arterial roads. Develop a transparent prioritisation framework within 0-5 years for future arterial road upgrades servicing major employment centres Growth area local buses. Expand the local bus network coverage in growth areas and provide service enhancements over 0-15 years. However, it is PIAs view that the Airport Bus, although cost effective, is an extremely poor substitute for a rail connection to the airport leaving Melbourne with a sub-standard entry experience to the city for everyday passengers. The emphasis on the airport bus could significantly undermine the competitive Melbourne visitor experience well within the recommendation period. It is PIA s view that the Airport Bus, although cost effective, is an extremely poor substitute for a rail connection to the airport leaving Melbourne with a sub-standard entry experience to the city for everyday passengers. The emphasis on the airport bus could significantly undermine the competitive Melbourne visitor experience well within the recommendation period. pg. 24

25 Employment centre mass transit. Create mass transit bus or light rail networks that feed into major employment centres and connect to existing heavy rail lines and other major centres over 0-15 years to support intense development and business interaction MNT Outer metropolitan arterial roads. Roll out a program of upgrades to the arterial road network, focusing on congested roads in outer metropolitan areas, over 5-15 years. OMA North East Link. Construct the North East Link within years. As a first step, there needs to be a detailed assessment of alternative alignments NEL Outer Metropolitan Ring Road. Construct the Outer Metropolitan Ring Road within years. OMR Eastern Freeway-CityLink- Western Ring Road. Plan for longerterm links between the Eastern Freeway and CityLink and between CityLink and Western Ring Road within 0-5 years to ensure future provision is not precluded, as these links may be required in the latter part PIA considers the North East Link to be a critical early delivery project. IV note that it provides accessibility through some of the most congested parts of the road network and improves access to major employment centres. The amount of heavy traffic using essentially local arterial roads and severity of congestion impacting local vehicle movement due to this missing link creates a compelling need for the delivery of this project immediately. pg. 25

26 of the year period. EWW & EWE Increase the capacity and connectivity of Victoria s freight transportation network North East Link. Construct the North East Link within years NEL Outer Metropolitan Ring Road. Construct the Outer Metropolitan Ring Road within years Regional rail eastern corridor. Identify trigger points that would require a major uplift in capacity on the Dandenong rail corridor within 0-5 years. It is likely this extra capacity will be required in the latter part of the years period or potentially beyond 30 years Secure capacity for waste management Landfill buffers. Revise planning provisions to provide greater guidance for landfills and sensitive land uses and greater integration of the Environmental Protection Agency s buffer zones for landfills within 0-5 years. Land use conflicts with sensitive land uses could be PIA supports the IV observation that As a first step, there needs to be further consideration of staging and integrated land use planning. pg. 26

27 managed by applying the reverse amenity principle 16.3 Renew focus on natural environments and biodiversity outside national parks and other protected areas Green infrastructure. Increase the amount and quality of green infrastructure in urban settings over 0-15 years to support a range of outcomes, including creating new spaces for planned and incidental exercise, improving biodiversity by increasing forested areas in urban settings and supporting watersensitive design to mitigate flooding events UFF 17.1 Improve the quality of inland and coastal waters Stormwater quality. Integrate good practice stormwater quality management measures in regulatory and policy frameworks within the next 0-5 years.., SQR 18.2 Enable an orderly transition away from brown coal energy supply to lower-emission energy sources. However, PIA strongly recommends that IV revisit the benefits of urban forests to health during heat waves and incorporates these substantial benefits into their recommendations. In addition, PIA strongly recommends that IV investigate the impact on water quality of stock access to waterways. Much expensive water quality infrastructure is being delivered in the growth areas of Melbourne for the streams and waterways to then have water quality extremely degraded when it leaves the Growth areas and enters rural land. A particularly telling example that IV could examine is the channels in the Koo Wee Rup Swamp. PIA supports this recommendation, but recommends IV give more attention to significant benefits available through distributed energy production. PIA recommends that this be reviewed Brown coal transition. Develop policy mechanisms within 0-5 years for innovation or exit of brown pg. 27

28 coal energy generation to provide clearer signals and certainty to industry and the community and contribute to reduction targets for greenhouse gas emissions. Second Container Port for Melbourne Our responses to this need have been made in the context of considerable uncertainty. Transition of the Port of Melbourne long-term lease is imminent, the location of a second container port is subject to further advice Port? The draft strategy does not include a recommendation related to the timing or location of a new port (even though this was an option considered during consultation), as government has specifically asked Infrastructure Victoria to provide advice on these matters by May However, scenario analysis of what this could mean for related options, such as major landside transport links, has informed our recommendations on a range of road and rail projects. PIA understands the constraints IV faced in considering a second container port. However, now that the leasing of Port of Melbourne is resolved, PIA very strongly recommends that this be fully reviewed as an addendum to the process as it has a fundamental to city land use planning, infrastructure planning and delivery and must not be left out of consideration due to reporting frameworks. South East Airport One of the options we considered was the construction of a new airport in southeast Melbourne (ref. IAS), a PIA is surprised that IV did not consider this infrastructure element important enough to give further consideration given the 30 year life of the strategy. pg. 28

29 facility that could potentially offer benefits for both passengers and freight. there is a clear role for state government in responding to proponents by facilitating approvals and putting in place the appropriate land use controls. pg. 29