Section 9 - Ground Transport Plan - Melbourne Airport

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Ground Transport Plan :: 9 9.2.7 Active Transport Active transport is an access mode that involves physical activity and typically focuses on walking and cycling networks. Melbourne Airport’s active transport network includes existing bicycle links to the airport, and the pedestrian environment within the airport boundary. Existing walking and cycling networks within a five-kilometre radius of the airport are shown in map 9.1. Map 9.1: Existing Walking and Cycling Networks Within a Five km Radius of Melbourne Airport DRAFT MELBOURNE Airport Master plan 2013 – PRELIMINARY DRAFT : : 111
i. Cycling In March 2009, the Victorian Government released the Victorian Cycle Strategy ‘Cycling into the Future 2013– 2023’, an initiative that focused on five strategic directions: • build networks to connect communities • promote and encourage a culture of cycling • reduce conflicts and risks for cyclists • better integrate cycling with public transport • integrate cycling into land use planning. In 2012, the Victorian Government reinforced the same messages with the Victorian Cycling Action Plan 2013– 2014, which also articulated guidelines for growing and supporting cycling in Victoria. Cycling access depends primarily on the provision of safe and convenient bicycle routes and access to quality end-of-trip facilities (including showers, changing rooms and secure bicycle parking). It is an important initiative for thriving metropolitan areas that is sustainable, carries health benefits and reduces congestion on roads, all of which are supported by Melbourne Airport. However, the aviation industry’s primary focus is not readily compatible with cycling as a strong transport alternative. Airline passengers typically carry baggage and generally travel a considerable distance, which makes cycling an unrealistic option. Freight and logistics also derive little benefit. Melbourne Airport’s main focus in promoting active transport is to enable its large workforce to travel to and from work, particularly those who live close to the airport and work during daylight hours. This will improve workforce health and reduce traffic. In 2002, the Victorian Department of Transport released an updated Principal Bicycle Network (PBN), which describes existing and proposed on-street and off-street bicycle networks (refer Map 9.1). The PBN identified proposed Bicycle Priority Routes that aim to provide clear bicycle links. Priority Routes to the airport include Melrose Drive, Centre Road and Marker Road connecting with the Moonee Ponds Creek Trail (which runs from Mickleham Road to the airport). There are currently no continuous bicycle routes from surrounding suburbs that directly connect with the airport boundary. On-road bicycle lanes exist along Melrose Drive in the vicinity of Link Road but do not connect directly with the airport. While there is an informal route along the Moonee Ponds Creek Trail that provides access to the airport, the connections and signage could be improved to encourage cyclists. Melbourne Airport is adjacent to bicycle paths that are part of Melbourne’s PBN, heading to Sunbury, Broadmeadows and Keilor, where a substantial number of airport staff members live. The Airport Drive extension will provide paths that will enable a future airport link to the Maribyrnong path, subject to VicRoads approval. ii. Walking The pedestrian environment at Melbourne Airport is a critical interchange component between travel modes. It is important to consider the pedestrian journey as both employees and passengers must travel from their homes to terminals and airline gates. DRAFT Due to the size and location of the airport precinct and the presence of major roads and airside operations, walking to the airport from surrounding suburbs is considered difficult. As a result, the major pedestrian concern is facilitating appropriate internal movements. The airport’s existing walking network consists of internal footpaths that are provided within the road reserve. Links between different land uses, such as the multi-level car park and terminal areas, are provided by elevated pedestrian bridges where possible to reduce vehicle and pedestrian conflict. The major area of pedestrian circulation occurs at the terminal frontage. This area is a major source of vehicle activity on Arrival Drive and Departure Drive. Pedestrian crossing movements that intersect with high vehicle volumes present safety risks and a potential traffic congestion concern. In addition, the presence of uncollected luggage trolleys reduces the available space for pedestrians waiting on Arrival Drive. The separation of pedestrians and vehicles continues to be a strong focus, particularly in the program of improvement/development of forecourt precincts. Away from the terminal precincts, the pedestrian network provides a degree of access to key businesses and dedicated staff and other car parks. The continued development of the internal footpath network has been a recent focus, including improved links along APAC Drive reinforced by high commercial growth and large numbers of employees. 112
Page 1 and 2: 9 DRAFT GROUND TRANSPORT PLAN 9.1 O
Page 3 and 4: Due to its proximity to Melbourne
Page 5 and 6: Fig. 9.2 DRAFT 106
Page 7 and 8: Road name Orientation Access Curren
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Page 13 and 14: 9.3.1 Passengers Passenger movement
Page 15 and 16: Passenger demand for trips between
Page 17 and 18: Graph 9.5: Projected Employee Vehic
Page 19 and 20: Graph 9.8: Projected Growth in Dail
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Page 23 and 24: 9.5 Melbourne Airport Ground Transp
Page 25 and 26: 9.5.1 Internal Roads The elevated l
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Page 29 and 30: 9.8 Six to 20-Year Ground Transport
Page 31 and 32: 9.8.6 Rail In 10 years, Melbourne A
Page 33: 9.9.2 External Road Network Beyond

Section 9 - Ground Transport Plan - Melbourne Airport

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