|
Policies and initiatives
> Direction 4. A more prosperous
city > Policy 4.3
Policy 4.3– Further develop the key transport
gateways and freight links and maintain Victoria’s position
as the nation’s premier logistics centre
Melbourne 2030 protects and enhances the
potential for future development of the key transport gateways.
The region’s ports and airports and their
associated rail and road networks are crucial elements of Victoria’s
competitive capability. They provide a strong foundation for the
innovation economy. The logistics industry is an innovative and
competitive sector with major growth potential (see ‘Victorian
Freight and Logistics Strategy’).
The Port of Melbourne and the associated Dynon
transport hub is geographically confined on all sides, including
the develop-ments at Docklands and Fishermans Bend on land historically
used for port-related purposes. However, the port has considerable
scope to grow and use its existing land more effectively. A site
has been set aside at West Webb Dock on the eastern bank of the
Yarra for additional berths should these be necessary in the future.
A major constraint under current investigation is the long-term
need for channel deepening in Port Phillip Bay to provide for the
trend towards deeper draught vessels.
Redevelopment of transport and market facilities
in the Dynon transport precinct offers the potential to improve
efficiency through better use of land, a shift to rail transport
and improved access by road and rail. The Government has set a target
to get 30 per cent of port freight onto rail.
Planning for the important Fishermans Bend precinct,
where employment could more than treble by 2020, must ensure that
development does not jeopardise the needs of the adjoining Port
of Melbourne as a working port and as one of the State’s most
important transport gateways. There are many benefits from having
the nation’s premier port close to the centre of Melbourne.
Partnerships between the port authority and governments will maximise
the benefits of joint promotion, integration of infrastructure and
e-commerce projects, and land-use planning.
To protect Victoria’s competitive position,
the Port of Hastings offers a long-term option for future port development.
However, it is not intended to undertake any major development at
Hastings while the ports of Melbourne and Geelong continue to meet
the State’s needs, and any future consideration must include
protection for the significant environmental values of Western Port.
The region’s airports are major assets, given
that increases in air travel for business and tourist purposes are
expected to continue and that considerable expansion is expected
in the value of air freight. Like the ports, airports need protection
from incompatible land uses. Their capabilities must be enhanced
and their operations and associated services maintained at world
standard. Planning of airports should identify and encourage those
activities which can complement the role of the airport and ensure
the operator is able to effectively develop the airport to be efficient,
functional and meet the aviation needs of the State.
Melbourne Airport is the State’s premier airport
and the value of its curfew-free status cannot be overemphasised.
Its 24-hour, seven-days-a-week operation is a huge competitive advantage
for Victoria. This will be protected.
The environs of Avalon Airport will be protected
so that it can operate as a full-size jet airport focusing on freight,
training and services for the Geelong region. Long-term options
for a new general aviation airport south-east of metropolitan Melbourne
will be preserved by ensuring that urban development does not impinge
on possible sites, possible buffer zones or flight paths.
Figure 35. Enabling efficient freight movement
- click for more detail
Essendon Airport’s current role
in providing specialised functions related to aviation, freight
and logistics is recognised. In the medium term, this facility should
be closed as an airport and transformed into a significant employment
and residential precinct that builds on the current functions. The
creation of a mixed-use activity centre might be supported. This
would depend on successful resolution of issues of public transport
access (such as linking to the Principal Public Transport Network),
and its role in the network of centres in the region.
The former RAAF Laverton airbase should
be redeveloped with a significant employment component. If an activity
centre is feasible, it should have a significant housing component
and be on the Principal Public Transport Network, including having
a station on the existing Werribee rail line.
The Victorian Government and local
councils are working with the Commonwealth to ensure that Point
Cook Airfield can be developed in a way that maintains it as an
operating airport complementary to Moorabbin Airport. The Commonwealth
is currently planning to sell this site to a private operator.
Moorabbin Airport is an important
regional and State aviation asset and its continued use as a general
aviation airport is vital. The Government will work with the airport
operators to ensure that future development of the site encourages
uses that support and enhance the State’s aviation industry
generally and take into account potential growth that could result
from the closure of Essendon. Opportunities to extend the activities
of the airport to improve access to regional Victoria are supported.
The Moorabbin Airport Master Plan should reflect the principles
of key Government strategies, including Melbourne 2030.
Initiatives
| 4.3.1 |
Complete the integrated Victorian Freight and
Logistics Strategy as a guide to future investment |
| 4.3.2 |
Protect options for access to, and future development
at, the ports of Melbourne, Geelong and Hastings, and ensure
all port areas are protected by adequate buffer areas to prevent
land-use conflicts at the perimeter |
| 4.3.3 |
Improve rail access to the Port of Melbourne
through improvements to the Dynon hub and inner west rail network
and reconnect the Webb Dock rail link when funds become available |
| 4.3.4 |
Assess the feasibility of deepening the shipping
channel in Port Phillip Bay, and retain the option for larger
developments at Hastings if this option is not possible |
| 4.3.5 |
Reserve land in the Albion Corridor required
for the Melbourne Airport Transit Link |
| 4.3.6 |
Protect Melbourne Airport’s 24-hour curfew-free
operations by keeping urban development clear of flight paths |
| 4.3.7 |
Work towards construction of a third runway
at Melbourne Airport during the 30-year planning period, and
work with the private owner to ensure the airport’s master
plan and environmental strategy reflect the State’s best
interests |
| 4.3.8 |
Work with local government and industry to ensure
that land-use decisions affecting airports are integrated, appropriate
land-use buffers are put in place and provision is made for
associated businesses that service airports |
| 4.3.9 |
Complete and implement the Victorian Aviation
Industry Strategy to address the planning, infrastructure investment,
training and industry development needs of aviation |
| 4.3.10 |
Protect sites suitable for the location and/or
expansion of intermodal freight terminals at key locations around
the metropolitan area, such as Tottenham, Somerton and Dandenong |
|
Victorian Freight and Logistics
Strategy
Freight and logistics activities add an estimated
$16.7 billion (10 per cent of GSP) to the Victorian economy
each year. This equates to around 24 per cent of the national
transport and distribution task; our transport, distribution
and logistics sector employs more than 106,000 Victorians,
or 5 per cent of the State’s work-force. Improving the
performance of the freight transport, distribution and logistics
sector has important environmental, social and economic benefits.
To achieve the Government’s vision, announced in February
2000, of a seamless freight and logistics network and to ensure
that private and public initiatives in this sector deliver
maximum rewards, the Department of Infrastructure is preparing
an integrated freight and logistics strategy.
The proposed outcomes for the
strategy include:
- efficient and effective intermodal and modal operations
with removal of major impediments
|
- optimisation of strategic land adjacent to the freight
transport network
- freight and logistics processes that are environmentally
and socially sustainable
- successful private/public partnerships
- greater understanding and knowledge of freight and logistics
- effective and ongoing dialogue with industry and the community
on freight and logistics issues
- a clear role for government in freight and logistics.
The Strategy will provide a
framework for issues including infrastructure investment,
management, policy and pricing decisions over a 20 to 30-year
horizon. The draft strategy is planned for public release
and targeted consultation in the fourth quarter
of 2002.
|
|
