Connected

In a connected city, all people can move about freely to communicate and trade – locally, regionally and globally – without sacrificing essential social or ecological values.

As a connected city, Melbourne will have mobility infrastructure that supports its prosperity, liveability and sustainability. An integrated and affordable network of public transport, roads and paths for pedestrians, bicycles and motor vehicles will enable its people to access commerce and services. This mobility is essential to the life of the city.

The City of Melbourne is connected to:

• metropolitan Melbourne, including bike paths, road, bus, tram and rail connections;
• all regions in Victoria, including road, rail and regional air connections;
• other Australian capital cities, including road, air and rail connections; and
• the world, including air and sea connections.

Peak oil costs ¹ and climate change are likely to drive major changes in urban transport technologies and practices². New technologies have the potential to shape urban transport systems in the future, including in Melbourne. New science and technology could be applied to infrastructure design, generating intelligent infrastructure systems and user systems that are robust, sustainable and safe.

Making roads safer and easier for pedestrians and cyclists, combined with improved integrated train, tram and bus services will enable more people to leave their car at home when traveling to work in the municipality. The number of people using these modes is currently (in 2006) 72 per cent, the target for 2020 is 90 per cent.

Connectivity is about access to opportunity. Residents of the City of Melbourne enjoy access to more than one million jobs within a half hour's drive (during morning peak hour) from their home. Residents of Werribee, Sydenham, Epping, Ringwood and Frankston have access to fewer than 250,000 jobs within the same drive time. Comparative figures for travel by public transport are not available, but the difference in access to services and employment between the privileged urban core of Melbourne and the outer metropolitan areas would be even starker on this count.

Community and business engagement in transport management will help to improve the quality of life for residents and workers in the central city. Maximum enrichment of Metropolitan Melbourne's social and human capital requires better linkages between the various sub-regions that make up the metropolis.

Goals to be a connected city are:

Resources

• Transport Demand Information Atlas for Victoria 2008
• My Grandma Owned a car -leading transport and urban development thinkers envisage we might be living and working in a post- peak oil and climate change future
• National Transport Commission.
• Survey of Travel times in Melbourne - Department of Transport, Victoria .

1. Effective and integrated public transport

Melbourne will be the central node of a metropolitan public transport network. Public transport will be the most efficient and attractive way to travel within the municipality and throughout metropolitan Melbourne. This integrated system of rail, tram and bus services will be affordable, responsive to customer needs and fully coordinated with the municipality's cycling and walking paths.

Mode shift from cars to public transport

Demand for daily travel to and from the Municipality of Melbourne will grow substantially during the next decade. Rail, tram and bus are a more efficient choice than private motor vehicles for daily commuting and a strong shift from car to public transport will be critical to easing the traffic burden on the inner city road network. Likely continued increases in petrol, diesel and LPG will lead to increased use of public transport.

Our public transport capacity needs to increase significantly. Urgent improvements are needed to increase the capacity of our rail system, especially the metropolitan rail loop. Radial trips around the metro area currently used exclusively by cars need public transport solutions.

As well as increased capacity, our public transport system needs to continue improving its customer focus and attractiveness to further encourage travellers to leave their cars at home. A frequent and reliable service, faster travel times, ease of interchange, high standards of comfort and safety and coordinated timetabling/route planning between transport modes would contribute to higher levels of public transport use.

Building the future metropolis as a network of transit cities

An important focus of the Victorian Government's metropolitan planning strategy, Melbourne 2030, is the consolidation of future metropolitan growth into existing urban centres around public transport stops. In this strategy, transit cities (with numerous connecting stops and transport options) will form a network of mixed use, 24-hour activity centres, connected by fast and effective public transport. The Municipality of Melbourne will be the major and central node in this network. This strategy will strengthen the economic, cultural and social life of the metropolis and of the municipality and also strengthen the public transport system.

Inner city public transport, walking and cycling

Public transport and walking have a symbiotic relationship. Walking is the start and finish of every public transport trip. Stops and stations must be well designed for pedestrian ease and comfort and integrated into the wider pedestrian network.

In a similar way, cycling in the inner city complements public transport services by reducing local demand for public transport services, effectively freeing transport up for other patrons. A future public bicycle rental system such as the velib in Paris should be directly integrated with stations and stops, allowing travellers to move from train/tram/bus to bike with ease. Tram and bus traffic must be compatible with high levels of road use by pedestrians and cyclists.

Increasing efficiency by minor upgrades of existing public transport infrastructure

Super-stops and road priority improve tram and bus travel times, allowing for easier access and faster loading and unloading. Super-stops are safer and easier for passengers, offer greater shelter, have real-time travel information and can provide ticketing services. Developing tram shuttle services along key routes will also greatly improve the efficiency of existing services.

Tram and bus stops at intersections enable easier transfers between routes, especially in the central city. Trams and buses can be delayed at intersections by cars turning right. Introducing more hook turns, right hand turn bans and specific traffic light cycles would help.

Real time information for public transport users

Information available at stops, stations and online allows customers to make smarter use of the public transport system. Combining information about routes, timetables, departures, and other related modes such as car pooling, car sharing, taxis, and a future public bicycle rental system using technologies such as GPS, 3G and impending 4G networks will give customers information equal or better than car SATNAV travel guidance systems.

Integrated electronic ticketing

Ticketing systems such as the Myki system will allow for easier public transport use and inter-modal travel. Other transport systems such as car sharing and public bicycle rental also use electronic systems. In the future, consumers will demand a coordinated one-card system for all public transport options.

Goals	Indicators	Outcomes
Improve and expand metro public transport Improve and expand metro public transport. Significantly increase the capacity and quality of train, tram and bus services to and from the municipality to enable mode shift out of cars and to meet the projected growth in demand.	Percentage of people who use public transport, cycle or walk to work in the central city. Current: 72 per cent (2006). 3 Target: 90 per cent.	Reduce congestion on the municipality's road network. Central city bus routes, stops and terminals provide premium accessibility, efficiency and service delivery. Trams and buses are given priority over vehicles improving their speed and efficiency.
New urban growth as transit oriented development New urban growth into transit-oriented development. Direct new growth into metropolitan network urban centres and strips around tram and rail stops to strengthen commuter preference for public transport and to develop off-peak inter nodal trips. Melbourne 2030 strategy.	Percentage of metropolitan development in m2 floor area within 800m of rail stations or tram routes. Current: Indicator to be developed. 4	Melbourne's public transport system is reliable, comfortable, frequent, coordinated and safe.
Integrate public transit with pedestrian and cycling Integrate inner city public transit with pedestrian and cycling to ensure they complement and strengthen one another.	Indicator to be developed.	Sustainable transport modes are integrated encouraging more people to use sustainable transport modes.
Public transit real time user information Provide public transit real time user information on-site and online about routes, connections, timetables and multi mode options including train, tram, bus, car pooling/share/hiring and a future public bicycle rental. Develop customer information services equal to private motor vehicle SATNAV.	Indicator to be developed.	Accurate and timely real time information is provided encouraging more people to use sustainable transport modes.
Integrated electronic ticketing and booking Integrated electronic ticketing and booking to streamline the customer ticketing and booking interfaces to trains, trams, buses, car sharing/rental and bicycle rental.	Indicator to be developed.	Integrated electronic ticketing and booking system encouraging more people to use sustainable transport modes.
Accessible and integrated public transport system An accessible and integrated public transport system, including taxis, particularly for people with disabilities or the mobility impaired through minimising barriers to public transport, accessible public transport mode transition and an increased supply of maxi taxis.	Indicator to be developed.	Melbourne's public transport system including trains, trams, busses and taxis provides reliable accessible transport options free of obstacles for persons with disabilities and those with special mobility needs including parents with children in prams, older people with declining mobility or sensory abilities and people of varying ages with temporary mobility restrictions. Public transport stations and stops are designed to provide for efficient and safe movement of increased users. Increased availability of maxi taxis to service disadvantaged groups.

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2. Cycling city

Melbourne will be a cycling city . The municipality's entire road network will be safe and attractive for cyclists of all ages. Bikes will become the mode of choice for private transport trips in the municipality, including for work, school, business and recreation.

Governments, business and people travelling to and within the municipality are recognising the benefits of cycling⁵and cycling is on the increase. The number of peak hour city cyclists doubled from four per cent of all private vehicles in 2006 to eight per cent in 2007.⁶ Plus, Melbourne's climate and gentle topography is well suited to cycling.

The most effective inner city mode of travel

The Municipality of Melbourne is dense with activity. Cycling can deliver the best mobility for the most citizens for the least consumption per capita of road space. Bicycles are a highly mobile, affordable, efficient, quick, non-polluting, healthy and socially stimulating form of private mobility. Because they are so small, bicycles are easy to park, providing door-to-door mobility. Bicycles are ideal for most inner city resident and worker trips (of less than 10kms). But bicycles are also increasingly used for longer commuter trips.

Reduce road congestion

Cycling is an efficient use of road space. A car driver moving at speed occupies around 100 times more road area than a moving cyclist. Increasing cycling in the inner city will reduce road congestion and also free up seats on local public transport.

The road network must be made safe for cyclists through lower general speed limits (30 km/h), well designed dedicated lanes and a program to educate drivers about inner city driving.

Road space consumption per person ⁷

Modes	speed (km/h)	standing/parked (m2)	travelling (m2)
Pedestrian	5	0.5	1.8
Bicycle	15	1.8	4.6
Bus passenger	50	1.8	7
Car driver (slow)	50	3.7	140
Car driver (fast)	100	3.7	460

The table above shows the amount of road space needed for individuals travelling via different transport modes and at different speeds. Cycling and walking use significantly less road space than cars.

Safe and healthy

Cycling, like walking is a very good for personal and public health. Cycling is also safe for other road users.

By contrast, motor vehicle traffic is very dangerous for pedestrians and cyclists. It's also the biggest barrier to people taking up cycling. "Safety concerns were consistently found to be among about the most significant barriers preventing people from cycling. It was even found to be a concern for those that cycle regularly." ⁸ From practical and ethical perspectives it is essential that the municipality's roads be made safe for cyclists so that there is no risk of death or serious injury (see Smart city driving.)

Whole of network access

Like pedestrians, cyclists prefer to take the shortest, most direct route to their destination. Banning bicycle access to parts of the network reduces cyclists' mobility options and discourages cycling. All our municipality's road and path networks should be safe and accessible for cyclists.

A culture of slower cycling should be promoted, ensuring cyclists and pedestrians can safely share spaces such as laneways, malls and parks. Cyclists should also be provided with safe networks to adjoining municipalities. Cycling networks should be complemented by trip-end facilities (such as showers and changing rooms) to encourage cycling as a transport choice for both commuters and visitors.

Public bicycle rental system

This is a new way to use bicycles in the city. A bicycle rental system makes cycling easy, free and available to anyone- resident, workers, visitors - any time its needed. With a bicycle rental system, apartment dwellers would no longer need to own - or store - a bicycle. Bike stations could be integrated with key destinations and with the public transport system. Bicycle rental systems combine the traditional simplicity and efficiency of the bicycle itself with new internet-based rental systems. Most trips would be free. For Melbourne, the installation of such a system will be a major step forward in making inner Melbourne a bicycle friendly city. For an example of bicycle rental in action, the Velib in Paris is a successful model.

In the future, cycling will be one of the most popular ways to move around the inner city. The whole inner city road network will be substantially safer for all cyclists, and the municipality's cycling culture will be compatible with pedestrians. A public bicycle rental system will be installed throughout the inner city.

Goal	Indicator	Outcome
The whole network made bike safe The whole road and path network will be made safe, easy and enjoyable for cycling.	Fatalities and serious injuries/rider km/year in the municipality Target: 2020 - 0 Current: Indicator to be developed Proportion of bicycles of all road traffic in the municipality vehicle kms/year Target: Indicator to be developed Current: Indicator to be developed	There are zero deaths or serious injuries from collisions with motor vehicles and cars are not intimidating so many more cyclists of all ages now enjoy riding anywhere on the municipality's road network, reinforced by low traffic speed (30 km/h), dedicated lanes and mixed bike/ped zones.
Develop a culture of slow cycling To ensure city cycling is compatible with pedestrian activity	The number pedestrian/cyclist collisions/incidents. Target: 2020 - 0 Current: Indicator to be developed.	Cycling is now used by the elderly and young children in the city and has slowed so cyclists ride at around 5km/hr when mixing with pedestrians on the roads, plazas and malls and paths in parks
A public bicycle rental system Pervades the municipality and adjoining municipalities	The density of bicycle rental pods in the municipality. Target: 2020 - equal to Paris 2007 Current: 0	A comprehensive public bicycle rental system interfaced with the city's public transport system allows all city users the freedom to travel by bicycle. Cycling has been massively expanded in both numbers and range of users.
Quality end of trip facilities Are standard at city work places, educational facilities and other key destinations.	Proportion of workplaces with over 10 employees with quality end of trip facilities.9 Target: Current: to be developed (overall number 1,330)	Cycling to work is commonplace and convenient in the municipality including those commuting 10km or more.

Global city ranking

• Copenhagen, Barcelona, Paris,
• Bicycle Account (pending expansion of this reporting model).

See also

• The impact of lowered speed limits in urban and metropolitan areas. Monash University Accident Research Centre - Report #276 2008 Authors: J. Archer, N. Fotheringham, M. Symmons & B. Corben
• Vision Zero - An ethical approach to safety and mobility - Claes Tingvall and Narelle Haworth Monash University Accident Research Centre. Paper presented to the 6th ITE International Conference Road Safety & Traffic Enforcement: Beyond 2000, Melbourne, 6-7 September 1999.
• Melbourne Bicycle Account, City of Melbourne, 2007
• Six suggestions from LA of ways to reduce traffic
• draft Melbourne CBD and Docklands Parking Plan .

3. Walking city

The Municipality of Melbourne will be one of the world's great walking cities where residents, workers and tourists have easy access to the many activities available within the municipality. Walking will be easy and attractive and a primary way for anyone and everyone to get around their local area. As well as being a very effective form of mobility, walking will also provide personal and public health, environmental and cultural benefits. A connected city gives top priority to walking, providing a comprehensive, fine grained and good quality pedestrian network.

"Walking is highly efficient in its use of urban space and energy, it rarely causes injury and it gives streets vitality and personal security. Many car trips are quite short, less than 2km, indicating that walking could be a feasible alternative and contribute to reducing the pollution from a cold-start vehicle travelling only a short distance." Mason,C. Transport and health: en route to a healthier Australia? Medical Journal of Australia 2000; 172:230-232

Within the Municipality of Melbourne, residential, visitor and worker numbers are growing. An increasing proportion of people are choosing to walk, enjoying the many benefits it brings including being easy, efficient, healthy and enjoyable. Walking to work was the fastest growing commuter transport between 2001 and 2006, increasing to five per cent of all trips (from two per cent in 2001). The future development of the city will need to serve this growing demand by extending the network of high quality walking paths.

Reclaiming the streets for walking

The municipality's streets should be places of pedestrian comfort and social interaction. However, many have become dangerous car-dominated thoroughfares, and Melbourne has grown into a "car city". The municipality's focus on cars has driven walking off the streets and has destroyed the charm and aesthetic value of our municipality's streetscape. More recently, Melbourne's inner city streets have been progressively reclaimed for walking and the numbers of pedestrians has grown. Road space is being reallocated from cars to pedestrians, creating high quality, generous footpaths. In the future, the City of Melbourne will boast a complete and comprehensive, high quality pedestrian network.

Walking must be safe

The biggest threat to walkers and walking in our municipality is fast/unpredictable motor vehicle traffic.

Each year in Melbourne, about 230 pedestrians are hit, six are killed and 85 are seriously injured. The threat motor vehicles pose to pedestrians must be significantly reduced, with the ultimate goal of zero deaths or serious injuries. Essential to achieving this goal is a reduction in vehicle speeds.¹⁰ Research shows that in any streets with pedestrians, the maximum vehicle speed must be 30km per hour.¹¹

A place where children can walk

Whether or not children are safe to walk is a real test of a walking city. For children and younger adolescents walking is their main form of autonomous mobility. A child-friendly city enables children to walk to meet their own needs, including going to and from school and visiting friends, rather than being driven by adults.

Walking must be comfortable

A good standard of physical comfort encourages more walking. Walking cities should offer: easy access to paths; natural light; protection from the wind, rain and sun; built infrastructure such as street furniture, water fountains and public toilets; and safe places where children can play. Infrastructure for good walking must also suit people of all abilities. Walkers also need places to stop and rest. Parks, plazas and malls should be included in a walking city, connected to walking paths throughout the municipality.

Walking must be easy

Walkers are sensitive to effort. They naturally seek the shortest and easiest routes. A walking city provides a well connected network of paths, and removes obstacles and disincentives to walking (such as excessive waiting time at road crossings and lack of good pedestrian signage). Good walking conditions must extend throughout the municipality to encourage walking to work, shopping, recreation, schools and services. Good walking should be possible at all times of day and in all seasons.

Walking is healthy and a city that encourages and supports walking will also become a healthier city.

Goals	Indicators	Outcomes
A comprehensive, fine grained walking network Good quality on and off street walking path network throughout the municipality. In the central city, locations with a high concentration of pedestrians, paths must be of very high quality.	The proportion of people walking to all traffic in the municipality. Target: 2020 To be developed. Current: Indicator to be developed (5% walk to work (2006) 12	Walking is the main way most people get around. From business executives going to and from meetings to young children walking to school unchaperoned and the elderly, all are very well represented and walking is a key to their healthy longevity. The main CBD lanes have been converted into permanent shared zones and are hives of activity. Mid-block, signalised pedestrian crossings are available on main streets.
Zero pedestrian deaths/ serious injuries There are no pedestrian deaths or serious injuries in the muncipality.	Pedestrians killed or seriously injured in the municipality per year. 13 Target: 2020 - 0 fatal, 0 serious injury Current 2006 - 2 fatal, 78 serious injuries.	The municipality's streets are significantly less threatening and many more people, particularly young children and the elderly can use the streets freely, without fear of being hit. They no longer need parental or carer chauffeurs.
Connected network of pedestrian places. Plazas, malls, parks, pedestrian only and shared zones are linked up throughout the municipality.	Proportion of paved public space allocated for pedestrian only and shared zones.14 Target: Current: Indicator to be developed ( area72,200m2 - 2004)	A network of pedestrian streets and lanes, parks, plazas and shared zones throughout the city provide a generous, connected and safe pedestrian realm and play spaces for children.
Build to universal access standards Improve pedestrian infrastructure to universal access standards throughout the municipality with particular attention to the residential neighbourhoods.	Resident perception of pedestrian amenity and infrastructure in municipal neighbourhoods. 15 Target: Indicator to be developed Current: Indicator to be developed	Infrastructure, such as, trip hazard removal, ramps and automatic 'green man' activation are at universal access standards. This has meant many more people decide to walk to and from their home for trips that in the past would have been car based.

See also

• City of Melbourne (2006) Places for People
• Earth Observation Centre (2004) Car City CSIRO Office of Space Science and Applications
• Independance IBot 4000 Mobility System .

4. Innovative urban freight logistics

Melbourne will have innovative and efficient freight and logistics infrastructure, optimising the flow of goods locally and globally. Melbourne's freight system will strengthen the municipality's economy. It will be environmentally sustainable, and freight traffic will be designed and managed to enhance the municipality's liveability.

All levels of government need to be involved in forward planning to ensure Melbourne's freight system offers the best results for the municipality. We need an internationally competitive freight system that is environmentally sustainable and doesn't degrade the liveability and workability of the municipality. A quality freight system will promote dynamic, community focused and sustainable growth. ¹⁶

Maintain Melbourne as Australia's main freight port

The Port of Melbourne's planning framework for expansion is The Port Development Plan. This draft plan calls for port investment of more than $2 billion during the next 30 years, including works to increase the percentage of freight movements by rail.

Melbourne Port@L is the Victorian Government's strategic plan to develop the Port of Melbourne and the Dynon freight precinct into a world-class intermodal freight hub. This strategy is designed to ensure our freight infrastructure keeps up with expected increases in trade during the next 30 years. The Melbourne Port@L strategy will improve the efficiency of the Port of Melbourne, better integrating the port and adjacent freight transport facilities.

Freight in Metropolitan Melbourne

The transportation of goods through the municipality bound for other metropolitan destinations has become a significant issue. Volumes have increased with the growth of commercial and industrial sectors and the expansion of the Port of Melbourne's capacity. In Metropolitan Melbourne, freight is expected to increase 3.52 per cent per year to 2020, with most of this growth expected to be road-based.¹⁷.

The future prosperity of metropolitan Melbourne depends upon the ease of freight movement into, out of and around our municipality. A congested freight system makes business less efficient, increases vehicle emissions, generates inconvenience and means a loss of amenity for city users. A multi-faceted approach targeting issues relating to all modes of transport is needed to respond to this issue.

A freight system that relies on fuel and oil will lose profits and efficiency through actions such as those happening seen in Spain and France - and locally. Therefore, the rail connections between Victoria's intermodal hubs (or inland ports) and the Port of Melbourne are especially important. Intermodal hubs could ease road congestion and enhance port viability.

Melbourne's sophisticated logistics systems and 'just-in-time' manufacturing that are an integral element of an efficient freight system rely on a state of the art information technology and communications infrastructure. A real-time responsive road use management system is a valuable tool for optimising efficient road freight logistics.

Last mile freight systems servicing the municipality

Changes within Melbourne's central city presents new freight challenges. Central city resident growth is driving demand for more local shops with processed and fresh food and household goods. Central city streets are coming alive with growing numbers of people walking and cycling, demanding attractive, comfortable and safe streets. Melbourne's network of narrow lanes is thriving, while construction sites are peppered across the central city. Freight solutions developed for more suburban locations don't work in the central city. New freight solutions designed to service the needs of central city residents, business and construction need to be developed.

While there are many experiments in last mile solutions (how an item is delivered to a customer - the last mile in the freight chain), Europe's Urban Consolidation Centre is an attractive option for Melbourne. In this system, freight destined for the central city is delivered to the centre and then redistributed for last mile delivery using various low-impact and clean vehicle systems. The central city includes low emission zones accessible only to 'clean' vehicles.

The inner city waste freight

Waste management in the central city is also becoming more complex. Businesses, residents and visitors all have higher amenity expectations for less obtrusive and more efficient waste collection and freight. Opportunities exist for a more coordinated waste freight system and better recycling, including some local recycling. The need to develop better systems will intensify as the central city grows.

Goals	Indicators	Outcomes
Increase rail freight and reduce road freight. More efficient rail transport infrastructure that balances the competitive advantage of roads and meets the continued growth of the Port of Melbourne.	The proportion of freight moved in and out of the Port of Melbourne. Target: Indicator to be developed Current: Around 20 per cent of all freight moved in and out of the Port of Melbourne is carried by rail. 18	A rail freight network which is competitive with the road freight system. A modal shift with an increasing proportion of port freight using rail transport.
Reduce amenity degrading freight. Restrict freight access to local roads, and develop innovative road-based solutions to meet the urban freight task.	Resident feedback about local area amenity (specifically noise and air pollution). Target: Indicator to be developed.19 Traffic congestion and road capacity data on main freight routes. Current: Indicator to be developed.	The needs of freight traffic and the needs of residents are balanced by means of innovative urban planning and freight management. Land-use conflicts around the port and its rail and road freight routes are managed to ensure a productive port.
Low impact and efficient central city last-mile freight Deliveries to minimise amenity degrading and inefficient freight traffic in the central city.	Proportion of last mile central city freight delivered by low impact vehicles Target: Indicator to be developed Current: Indicator to be developed20	Freight deliveries will take place efficiently while minimising their externalities in a dense and active urban environment.
Low impact and more efficient waste freight To minimise amenity degrading and inefficient waste freight in the municipality and facilitate local recycling opportunities.	Total vehicle kms to achieve the waste removal freight task Target: Indicator to be developed Current: Indicator to be developed 21	Reduced waste freight traffic and reduced noise and air pollution from waste freight. Increased local recycling of waste.

See also

• BESTUFS II Best Urban Freight Solutions BESTUFS II is an open European knowledge network that identifies, describes and disseminate best practices, success criteria and bottlenecks with respect to City Logistics Solutions (CLS).
• City of Melbourne Submission to East-West Transport Link Needs Assessment (2007) .

5. Smart city driving

As a connected city, Melbourne will develop a culture of smart city driving in the municipality. This means improving motor vehicle traffic flow and running efficiency and fostering smarter, more efficient motor vehicle use and simplified road management. Smart city driving also means reducing road rage, eliminating pedestrian and cyclist death and serious trauma by collisions and making motoring compatible with these vulnerable road users. This will also reduce the degrading effects of motor vehicle traffic on the general urban amenity.

Since the 1970s, inner Melbourne has undergone a renaissance of urban life. Many more people now live in the city, particularly the central city. The central city is their local neighbourhood and they call it home. Central city residents use their streets as places to meet neighbours and friends, and they expect their streets to be safe, clean and attractive. Those who work in the city are also walking more and both workers and residents are now cycling throughout the municipality more. Key goals in Future Melbourne are for the municipality to become a Walking City and a Cycling City. But pedestrians and cyclists are vulnerable road users.

Meanwhile, the use of motor vehicles in metropolitan Melbourne has also been increasing. During the past 20 years, motor vehicles have become faster and more powerful, creating high expectations for fast unhindered driving. But Melbourne's inner urban road network is a complex mobility environment. Users travel for many different reasons, using many different transport modes. Motorists in the central city often experience frustration which occasionally escalates into road rage at traffic congestion, difficulties with parking at their destination.

Pedestrians and cyclists are a growing proportion of users of the inner city road network and experience motor vehicles as a threatening and dominating presence on roads. For them, motor vehicles are dangerous, noisy and polluting and command a disproportionate share of road space. Vision zero is the aim that no one will be killed or seriously injured when moving within the road transport system, death or injury of this nature can never be ethically acceptable.²²

Conflicts between the different road users must be resolved and it's time for an imaginative rethink of the road transport system in the central city. Innovations in private motor vehicle transport such as combining public and private transport, car sharing, car-van pooling, 30km speed limits, advanced traffic and parking management, and the new generation of urban smart vehicles are all possibilities for the future²³ .

More efficient use of cars is needed. Approximately 80 per cent of car trips have only one occupant. Car ownership is expensive and most cars stand idle the majority of the time. This is an inefficient use of resources. There exist innovative ways to buy the use of vehicle, when needed, rather than buying a vehicle. ²⁴There are also systems available that enable road space for parking and driving to be managed more dynamically in the inner city to encourage fair, responsive and sustainable vehicle use.

Smarter city driving will be achieved by implementing numerous measures. These could include: improving motor vehicle traffic flow to run efficiently; smarter and more efficient motor vehicle use; simplifying road management; reducing road rage, eliminating death or serious trauma by collisions; making motoring compatible with vulnerable road users and eliminating the degrading effects of motor vehicle traffic on general urban amenity.

Goals	Indicators	Outcomes
Efficient, flowing inner urban motor vehicle traffic. Improve traffic flow for motorists. Maintain reasonable travel times without death or serious injury or loss of mobility for vulnerable road users. Reduce vehicle running costs including fuel consumption, wear and tear and greenhouse gas emissions.25 26	Average cross inner city motor vehicle trip times. Target: Indicator to be developed Current: Indicator to be developed. Motor vehicle traffic volumes. Target: Indicator to be developed Current: Indicator to be developed.	The road network in the municipality has a low speed limit and is safe for cars, motor bikes, pedestrians and cyclists. Optimal trip times for all modes. There are zero fatalities or serious injury for vulnerable road users.
Smart and efficient motor vehicle use. Develop and implement programs, services and infrastructure that enables, more efficient, responsive and sustainable motor vehicle use and parking in municipality.	Proportion of "smart driving" motor vehicle trips in the municipality Target: Indicator to be developed. Current: Indicator to be developed.	Car ownership in the municipality has reduced and more people rent the use of a car as they require. "Green" cars are an increased proportion of motor vehicles. With the use of advanced technologies parking in the city is managed to support smart driving in all forms.
Reduce motorist road rage and frustration Remove frustrations created by the road transport system in the inner city that precipitate road rage. Educate motorists about how to drive smarter and friendlier in the inner city through attitude and behavior change. Make motoring and parking in the city simpler and easier. Reduce complex rules, signage and signalling.	Perceptions of ease and efficiency of motoring in the municipality. Target: Indicator to be developed. Current: Indicator to be developed.	Driving in the municipality is efficient, straightforward and relaxing. Inner Melbourne is known for its friendly motorists.
Zero road death or serious trauma in the municipality Eliminate death or serious trauma in the municipality. No one will be killed or seriously injured within the road transport system.27	Rate of death and serious injury from road accidents in the municipality. Target: Indicator to be developed. Current: Indicator to be developed. 1 Jan to 31 Oct 2007, 5 pedestrians killed, 73 seriously injured.	Traffic and parking in the city is managed to optimise the use, cost and provision of road space.
Motoring compatible with vulnerable road users Make motor vehicle traffic compatible with vulnerable road users by reducing the threat of death and trauma, motor vehicle traffic noise, and air pollution. Increase urban amenity.	Traffic generated noise 24 hour profile. Current: Indicator to be developed.	Streets are relatively quiet and safe, the air is free of pollution and the threat of injury by motor vehicle collision is significantly reduced.

Global city ranking

• Stockholm

See also

• Very small and Micro cars
• Six suggestions from LA of ways to reduce traffic
• Draft Melbourne CBD and Docklands Parking Plan
• Smart Cities Group. William J. Mitchell, Professor of Architecture, Professor of Media Arts & Sciences, MIT
• Who lives by the road, dies by the road - More people die each month on American roads than were killed in the September 11 attacks, but where is the war on cars? Jon Garvie The Times Literary Supplement December 3, 2008

• Graph showing typical speed distribution profiles across the road hierarchy .

6. Regional and global transport connections

Melbourne will have fast and direct connections to Australia's network of major cities and global cities in the Asia-Pacific region and around the world. Very high-speed business and tourist passenger transport will connect Melbourne to the eastern seaboards region (including Sydney, Brisbane and Canberra). This connectivity is essential for the future prosperity and global competitiveness of Melbourne, Victoria and Australia.

International air travel

In global terms Melbourne is a remote city. Direct air travel connections between Melbourne and other cities around the world are critical for Melbourne to remain a global city of standing and enhancing our standing in the future. This, in turn, is critical for Melbourne's prosperity.

Melbourne Airport is Australia’s second busiest passenger airport, and is the main aviation hub for the southern part of the continent. Unlike Sydney Airport, Melbourne's airport is free of curfews. Current growth forecasts (2007 to 2027) predict international passenger numbers will increase from 4.53 million to between 9.3 and 12.3 million, while domestic passenger numbers will increase from 17.77 million passengers to between 34.6 million and 42.6 million. Significant expansion is planned for Melbourne Airport.²⁸

A major challenge emerging for all Australian cities is the likely, permanent and steep increase in the cost of aviation fuel. This is mainly due to oil shortage but, is also compounded by taxes on greenhouse gas emissions. Currently no viable solutions to this challenge have been identified.²⁹ Developing Melbourne as an Online City with a workforce proficient in online culture, underpinned by state of the art telecommunications infrastructure, could be an important part of the solution.

Building and eastern seaboard multi city region

Some analysts such as Richard Florida³⁰ argue that multi-city regions rather than individual cities are the future economic powerhouses of the world.³¹ Australian cities are very dispersed and the eastern seaboard region of Melbourne-Canberra-Sydney-Brisbane is highly dependent of very fast intercity travel to make it function as an economic region.

The Sydney-Melbourne air route is the fourth busiest air service in the world, with 851 flights every week³² with a CBD to CBD travel time of about 3 hours. During the last two decades, international and regional air travel has become much cheaper and therefore more popular. In the case of domestic trips, air travel costs compare favourably to the cost of road and rail options - with a much shorter travel time. As with international travel predicted rising fuel costs are also a major challenge for cheap domestic intercity air travel.³³

Fast public transport links between airports and the central city

The Municipality of Melbourne is a major end-destination for many passengers from Melbourne Airport. Most trips to and from the airport to the central city are made by private car, taxi or hire car, supplemented by commercial shuttle bus. All journeys use the CityLink tollway. For attractive central city travel, particularly for business trips, the overall CBD to CBD trip time must be as short as possible, therefore airport-to-CBD links must be fast and efficient.

Projected increases in demand means serious reconsideration of the proposed fast airport rail link is required. The proposal in 2000 for the airport rail link (Albion route) is now due for review.

Very high-speed train inter-city service

Travel demand between Melbourne and Sydney is very high and growing. Sydney is confronting significant urban constraints on its airport capacity growth, while all air operators face costs due to rising oil prices. A very high-speed train(VHST) could service a significant proportion of the travel demand between Sydney and Melbourne with a direct CBD to CBD service, and also provide regional centres with better access to capital cities. It is timely for a serious re-consideration of this option.

A very high speed train travels at 350km per hour (or faster), using purpose-built tracks and is powered by electricity. The Japanese Shinkansen (bullet trains) and the French TGV are very high speed trains. The deployment of these trains is now widespread across the globe and growing rapidly.³⁴³⁵³⁶ While high speed rail systems focus on passenger movement, they are being used increasingly for freight and this use is projected to grow in the future.

A very high speed train service provides direct CBD to CBD intercity connections. The Melbourne-Sydney and Sydney-Brisbane routes would be each within three hours travel. Experience from France is that, in the high speed train and domestic air travel mix, the trains capture 90 per cent market share for journeys of two hours; 66 per cent at three hours; and 45 per cent at four hours and for leisure travel the trains capture a significant share on journeys up to six hours.³⁷ With high speed trains, travel on capital city routes would be much more energy efficient³⁸ and emit up to 70 times less carbon dioxide emissions than air travel.³⁹ Another significant benfit is that very high speed rail systems also carry freight.

A very high speed train service could operate directly out of Melbourne's central city, enhancing Melbourne's connectivity to Canberra and Sydney, increase tourism and provide better access for skilled workers who may commute from longer distances.⁴⁰ Importantly for the future, these trains are far less vulnerable to rising costs from oil prices and a lower carbon economy than alternative modes.

Victorian regional rail links

Melbourne needs to provide easy access transport connections to the rest of Victoria as well as southern Australia. The Victorian Government's recent Regional Fast Rail project has significantly upgraded the speed of trains, up to 160 km per hour, reduced travel times and extended the network and hours of operation of the services between Central Melbourne and regional cities.

Melbourne's interstate and regional road connections

Freeway-standard road links have been completed from Geelong, Ballarat, Bendigo and the Latrobe Valley to central Melbourne. National Highway bypass projects are planned for the Goulburn Valley Highway (Murchison East) and the Hume Highway (Albury-Wodonga). Melbourne has many excellent road links with major country centres and with Sydney and Canberra.

A range of regional and interstate coach lines that service Melbourne operate (mostly) from Southern Cross Station. Tour and charter coach services also operate in the City of Melbourne. Coach parking is a major problem in the central city and this is discouraging operators from servicing city locations and increasing traffic congestion.

Goals	Indicators	Outcomes
Maintain international visitations to Melbourne Ensure transport infrastructure maintains the capacity for attractive and affordable international visits.	International visitors per year compared to other global cities. Target: Indicator to be developed. Current: Indicator to be developed.	Melbourne and in particular central Melbourne retains its role as a global city.
Affordable very high speed CBD to CBD inter-city travel Ensure that very high speed and affordable travel between the central city areas of major cities, in the eastern seaboard region and nationally, is maintained.	Very high speed CBD to CBD passenger trips between Melbourne and other major Australian cities. Target: Indicator to be developed. Current: Indicator to be developed.	Melbourne is connected into the eastern seaboard economic region.
Integrated central city coach terminal Integrate regional, interstate, airport shuttle and tourist coaches in the central city to maximise mode transfer convenience and minimise the impact of large buses on the central city streets.	Number of separate coach stops/terminals. Current: Indicator to be developed.	Efficient passenger transfers between modes promoting the convenience of public transport and minimising the impact of buses on city streets.

See Also

Melbourne-Sydney very fast train tops wish list for Rudd Government - News.com.au, By Peter Veness, AAP. December 20, 2008

A Report to the Council of Australian Governments, December 2008 - Infrastructure Australia, Australian Government .

References

1 : When Will The Oil Run Out? George Monbiot Interviews Fatih Birol Chief Economist of the International Energy Agency. The Guardian 15 December 2008

2 : Peter Newman: The Crash, Peak Oil and Resilient Cities December 9th, 2008 by Peter Newman

3 : ABS Journey to Work, City Users Survey

4 : Land Victoria (2008) Urban Development Program

5 , 8 : Bauman A. Rissel C. Garrard J. Ker I. Speidel R. and Fishman E. (2008) Cycling: Getting Australia Moving: Barriers, facilitators and interventions to get more Australians physically active through cycling Cycling Promotion Fund, Melbourne.

6 : City of Melbourne (2007) Bicycle Plan 2007

7 : Litman, T. (2008) Evaluating Transportation Land Use Patterns, Victoria Transport Policy Institute, 12 June 2008.

9 : City of Melbourne and Bicycle Victoria Bikescope Survey, available every year, reported in Melbourne Bicycle Account

10 : Archer,J. Fotheringham,N. Symmons, M. & Corben, B. (2008) The impact of lowered speed limits in urban and metropolitan areas Monash University Accident Research Centre - Report #276 2008

11 : Tingvall, C. and Haworth, N. (1999) Vision Zero - An ethical approach to safety and mobility Monash University Accident Research Centre. Paper presented to the 6th ITE International Conference Road Safety & Traffic Enforcement: Beyond 2000, Melbourne, 6-7 September

12 : ABS (2006) Journey to Work

13 : VicRoads (2008) CrashStats

14 : City of Melbourne: Places for People

15 : City of Melbourne: Residents survey

16 , 17 : City of Melbourne Transport Strategy (2006) Moving People and Freight

18 : Port of Melbourne

19 , 20 , 21 : City of Melbourne residents survey

22 : Tingvall, C. and Haworth, N. (1999) Vision Zero - An ethical approach to safety and mobility Monash University Accident Research Centre. Paper presented to the 6th ITE International Conference Road Safety & Traffic Enforcement: Beyond 2000, Melbourne, 6-7 September 1999

23 : Renewable Transport: How Renewable Energy and Electric Vehicles using Vehicle to Grid technology can make Carbon Free Urban Development. Curtin University Sustainability Policy (CUSP) Institute. CUSP Discussion Paper 2008/1. Andrew Went, Peter Newman & Wal James

24 : Hoermandinger, G. (1996) Financial Times Automobile Environment Analyst Issues. Separating the ownership and use of cars

25 : Archer,J. Fotheringham, N. Symmons , M. & Corben, B. (2008) The impact of lowered speed limits in urban and metropolitan areas Monash University Accident Research Centre Report

26 : Graph showing typical speed distribution profiles across the road hierarchy

27 : Tingvall, C. and Haworth, N. (1999) Vision Zero - An ethical approach to safety and mobility Monash University Accident Research Centre Paper presented to the 6th ITE International Conference Road Safety & Traffic Enforcement: Beyond 2000, Melbourne, 6-7 September 1999

28 : Melbourne Airport Master Plan - Melbourne Airport 2008. P34.

29 : The Airlines' Green Flights of Fancy. George Monbiot Interviews Andy Harrison, Cheif Executive of EasyJet. The Guardian 14 January 2009

30 : Who's Your City - Richard Florida. Random House 2008

31 : High-speed rail links urged for Ontario Economic success depends on network, report says. Ontario Star Dec 20, 2008

32 : Worlds busiest passenger air routes. - Wikipedia

33 : Could climate goals survive Heathrow's third runway? Robin McKie, science editor, The Observer UK Sunday 21 December 2008

34 : California High Speed Rail Authority - Official Website

35 : New Very High Speed Train... forcechange.com

36 : Spains High Speed Trains Win Over Fed Up Flyers. Giles Tremlett, The Guardian 13 January 2009

37 : High Speed Rail for Australia, An Opportunity for the 21st Century. A submission by the Canberra Business Council. April 2008.P 4.

38 : High Speed Rail for Australia, An Opportunity for the 21st Century. A submission by the Canberra Business Council. April 2008.P 5 and 6.

39 : The AGV: clean and energy-efficient. Alstom Transport website

40 : East Coast Very High Speed Train Scoping Study - The Australian Government Department of Infrastructure, Transport, Regional Development and Local Government. October 2006 .