Section 9 - Ground Transport Plan - Melbourne Airport

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Ground Transport Plan :: 9 The proposed road transport system will need to connect with new road links, most notably the Outer Metropolitan Ring Transport Corridor in the long term and the Bulla Bypass in the medium term. Planning for these initiatives is currently underway, particularly for the Bulla Bypass project. However, construction is unlikely to occur within five years for either project. These initiatives will ultimately provide additional capacity for traffic from the growth corridors to the north, north west and west. It will also safeguard the existing roads’ effectiveness as they are affected by rapid population growth in these areas. Much of the improvement on the Tullamarine Freeway will not occur in the next five years but will be critically needed, and expected, within the 20-year timeframe of this Master Plan. 9.8.3 Transport Hubs The further development of the purpose-built transport hubs will streamline vehicle access into the airport. These hubs will also move private vehicles away from the front of terminals to allow expansion and improvement of pedestrian spaces. In addition, the hubs will allow travellers to remain under cover. The hubs provide the opportunity to integrate potential new check-in technologies into the transport journey. As these systems are developed and refined, they will be incorporated into strategic locations including transport hubs. 9.8.4 Vehicle Parking In the long term, further parking facilities will be required to provide the parking bays proposed for development in the next 20 years. Depending on the type of parking, these facilities would ideally be located close to the existing or proposed terminal areas and visible from main roads. Melbourne Airport remains committed to offering users a wide range of value-for-money parking options. These will range from remote economy car parks to premium undercover locations close to terminal precincts. The multi-level structure with parking and a ground transport interchange that is currently being designed as part of the Southern Precinct Program is a good example. The new elevated road network within the airport will allow greater access and therefore a greater variety of car parking options that, in general, will result in improved proximity to terminals and reduce travel time for airport users. 9.8.5 Bus In the long term, the bus system will be expanded and improved to provide more reliable, comfortable, safe, affordable and frequent services, with comparable or better travel times than for private vehicles. The new bus network will connect key activity centres and provide a viable and equitable transport choice for all airport trips. The new elevated road network will provide buses at ground level with priority access to new transport interchanges with high-quality facilities, retail areas, and dynamic information on arrival and departure times. DRAFT A renewed focus on building capacity and multi-passenger vehicles, including all forms of public transport, will be a high priority for Melbourne Airport and all levels of government. This includes developing traffic management systems as congestion grows. Increasing bus usage and the need for additional services will be important, particularly if a rail link continues to be unavailable. In that event, bus services will need to fill the void so that the imperative of increasing the use of high-occupancy vehicles continues to be met. The increase in bus services would cater for regional and metropolitan passengers. MELBOURNE Airport Master plan 2013 – PRELIMINARY DRAFT : : 131
9.8.6 Rail In 10 years, Melbourne Airport will be serving more than 40 million passengers a year. A rail link is expected to carry more than six million passengers a year, or the equivalent of more than 11,000 private vehicle trips a day, delivering major productivity improvements and environmental benefits. A new heavy rail link is proposed to provide access to the terminals precinct. The services will be frequent and reliable, with high-quality interchange facilities closely connected with the terminals. Melbourne Airport is aiming to increase all trips to the airport by public transport by 2022 to 15–25 per cent, making the rail link vital. In the long term, Melbourne Airport seeks public transport usage of no less than 30 per cent. The Victorian Government identified a corridor for a rail link to the airport in the Environmental Impact Study undertaken as part of the Melbourne Airport Strategy 1990, and reserved land for the rail link in May 2005. Over the past five years, the former Department of Transport (now the Department of Transport, Planning and Local Infrastructure), Public Transport Victoria and Melbourne Airport have worked together to refine the proposed rail corridor. These efforts have reduced the length of the proposed underground rail from previous proposals. This refined corridor was considered as part of the new elevated road network development. The corridor is consistent with the Albion-East alignment which was identified as the best route for a Melbourne Airport Rail Link by the State Government. The rail link corridor will be accommodated within the central reserve of the new road link along Airport Drive, continuing from Mercer Drive to a station in the main terminal precinct. According to the proposal, the corridor will continue to be refined with Public Transport Victoria to ensure its viability. The goal is to preserve the options of above-ground, ground-level and below-ground systems wherever possible. Under the ultimate plan for airport expansion, new rail links would be considered to link any new terminals where travel distances become onerous. 9.8.7 Taxi/VHA Many of the road improvements outlined in this Master Plan will increase the capability of the taxi system to move large numbers of passengers. Within the life of this plan and beyond, specific influences will impact on current operating systems, particularly in relation to security requirements. 9.8.8 Freight The local road network, particularly within airport land, will have local access roads created as the business park develops, including the freight terminal area. These will be constructed to standards that maximise efficiency, particularly freight movement. Airport Drive and the elevated loop road will reduce intersection conflict and congestion and have roads that accommodate freight transport. Within the next 20 years but following this Master Plan, there will be refinements to the elevated loop road and Airport Drive will be upgraded to six lanes. On the external road network, the additional lane on the Tullamarine Freeway and the Bulla Bypass Road will provide valuable capacity to move freight into and from the airport. 9.8.9 Demand Management As the airport grows, the need to roll out initiatives to encourage people to use high-occupancy vehicles or walk or cycle becomes increasingly important. Each will be embraced as detailed in the relevant section of the Master Plan. Technology and communications will also be developed to improve existing network capability. DRAFT A partnership between Melbourne Airport and Commonwealth, State and local governments and private sector operators is expected to support infrastructure planning and delivery. 9.8.10 Active Transport Following on from the completion of the Airport Drive shared path within the life of this Master Plan, the Outer Metropolitan Ring Transport Corridor and the Bulla Bypass projects will be planned, with the latter likely to commence construction within the life of this plan. The Bulla Bypass project will see an extension of the off-road bicycle paths that will enable greater safety on Sunbury Road, a component of the Principal Bicycle Network. In addition, during this period the lower road network will be significantly refined as a result of shifting traffic from existing roads to the elevated loop road. ‘On road’ paths will become viable and will be developed. This will reinforce the connection to other existing active transport facilities and establish more flexible to internal movements. 132
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
Page 11 and 12: i. Cycling In March 2009, the Victo
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
Page 23 and 24: 9.5 Melbourne Airport Ground Transp
Page 25 and 26: 9.5.1 Internal Roads The elevated l
Page 27 and 28: The efficiency and effectiveness, i
Page 29: 9.8 Six to 20-Year Ground Transport
Page 33: 9.9.2 External Road Network Beyond

Section 9 - Ground Transport Plan - Melbourne Airport

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