MAROONDAH INTEGRATED TRANSPORT STRATEGY

5.2.3 Issues.......................................................................................................... 385.2.4 Future Action.......................................................................................... 415.3 BUS..................................................................................................................... 435.3.1 Strategic Overview..................................................................................... 435.3.2 Current Network ........................................................................................ 465.3.3 Issues.......................................................................................................... 565.3.4 Future Action.......................................................................................... 595.4 BICYCLE ............................................................................................................. 615.4.1 Strategic Overview..................................................................................... 615.4.2 Current Network ........................................................................................ 625.4.3 Issues.......................................................................................................... 645.4.4 Future Action.......................................................................................... 675.5 WALKING............................................................................................................ 685.5.1 Strategic Overview..................................................................................... 685.5.2 Current Network ........................................................................................ 685.5.3 Issues.......................................................................................................... 685.5.4 Future Action.......................................................................................... 695.6 COMMUNITY TRANSPORT ................................................................................... 715.6.1 Strategic Overview..................................................................................... 715.6.2 Current Network ........................................................................................ 715.6.3 Issues.......................................................................................................... 725.6.4 Future Action.......................................................................................... 725.7 TAXI ................................................................................................................... 736 TRANSPORT ISSUES AND RESPONSES .......................................................... 746.1 RAIL.................................................................................................................... 746.2 BUS..................................................................................................................... 756.3 BICYCLE ............................................................................................................. 766.4 PEDESTRIAN........................................................................................................ 766.5 OTHER ISSUES..................................................................................................... 787 ACTION PLANS ..................................................................................................... 807.1 ROAD NETWORK................................................................................................. 807.2 RAIL NETWORK .................................................................................................. 817.3 BUS NETWORK.................................................................................................... 837.4 BICYCLE NETWORK ............................................................................................ 857.5 PEDESTRIAN NETWORK....................................................................................... 867.6 COMMUNITY TRANSPORT ................................................................................... 877.7 TAXI NETWORK .................................................................................................. 888 APPENDICES.......................................................................................................... 908.1 WORKSHOP PRESENTATION AND NOTES REPORT ............................................... 903

1 Strategic Overview1.1 Municipal PerspectiveConvenient, safe, reliable and affordable transport is vital to the well being anddevelopment of any community. Transport provides accessibility to schools, workplaces, shopping and community facilities. The ease of access to such facilitiesdepends mainly on the level of service provided by the various transport systems. It isalso important that a city’s transport systems are provided in an environmentallyresponsible and sustainable manner.Transport services need to ensure that no members of the community are deprived ofopportunities to participate in the broad range of activities available within themunicipality. Special attention is required to ensure that “transport disadvantaged”groups in the community, such as the young, aged and disabled, can access all theprincipal activities available.Over recent years, planning and delivery of transport infrastructure and services haslargely concentrated on the various components of the transport system. Roads,parking, public transport, cycling, pedestrian facilities and traffic management havebeen planned separately with little recognition of the need to integrate thesecomponents. In some cases, this has led to a lack of co-ordination between the varioustransport modes.The following list of Council strategic planning documents have been referenced indevelopment of the Maroondah Integrated Transport Strategy:• Maroondah Council Plan - 2005/09• Maroondah Municipal Strategic Statement• Maroondah 2025 – A Community Planning Together• Maroondah Road Safety Strategy - Dec 2002• Maroondah Bicycle Strategy – Oct 2004• Making the Best of Open Space – an Open Space Strategy for the City ofMaroondah• Maroondah Health, Safety & Wellbeing Plan - 2003/05• Maroondah Environmental Strategy - 2003/06• Maroondah Integrated Road Strategy, PPK, 1997• Croydon and Ringwood Car Parking Studies, PPK, 1997• Ringwood District Centre Long Term Road Strategy, PPK, 1997• Ringwood Transit City – Urban Design Masterplan, Hansen Partnership July2004• Draft Eastern Regional Housing Statement – August 2005The aim of the Maroondah Integrated Transport Strategy is to develop a strategictransport and accessibility plan for Maroondah that:• Ensures that all sectors of the Maroondah community have access to a range ofactivities via alternative transport modes;• Ensures that adequate opportunities are provided for the development and use ofalternative modes of transport to the private car; and4

• Ensures that transport services in Maroondah are provided and developed in anintegrated and sustainable manner.The Maroondah Integrated Transport Strategy also provides an important frameworkfor the development of the Ringwood Transit City program and the Croydon TownCentre Structure Planning process.1.2 Regional PerspectiveThe Maroondah Integrated Transport Strategy provides a framework for the transportissues within Maroondah and also brings into focus related issues that extend beyondmunicipal boundaries.Regional transport issues tend to evolve with changing land development and variousCouncil and State Government priorities. To ensure regional aspects of transport areunderstood and addressed a number of Councils in the eastern region have formed theEastern Region Integrated Transport Group.This group consists of representatives from the municipalities of Greater Dandenong,Knox, Manningham, Maroondah, Monash, Whitehorse and Yarra Ranges. Visionstatement of the Group is:The Eastern Region Integrated Transport Group will advocatefor sustainable and integrated transport services in the Easternregion of Melbourne which focus on the travel needs of thecommunity and reduce the level of car dependency.The group meet on a regular basis to discuss and prepare programs that advocate fordevelopment of sustainable and integrated transport services in the eastern region ofMelbourne. The programs focus on the travel needs of the community and aim toreduce the level of car dependency.Examples of regional projects that affect Maroondah include:• Development and construction of the Northern Arterial• Design and construction of the Mitcham-Frankston Freeway (EastLink)• Smartbus between Ringwood and Dandenong via Knox City Shopping Centre• Upgrading of Heatherdale Rail Station• Future triplication of the rail line between Ringwood and Box Hill for expressservices1.3 Metropolitan PerspectiveIn 2001 the State Government released the policy statement, “Growing VictoriaTogether”, which included vision 20/2020. This vision was that by the year 2020, theproportion of motorised transport trips taken on public transport will more than double,from the present 9 per cent to 20 per cent.In October 2002, the State Government released “Melbourne 2030 – Planning forSustainable Growth”, a blueprint for the future of Metropolitan Melbourne. Amongstother things, this document articulates the need for better transport links by:• Upgrading and developing the Principal Public Transport Network and localpublic transport services to connect activity centres and link Melbourne to theregional cities• Improving the cooperation of the existing public transport network with faster,more reliable and efficient on-road and rail public transport5

• Planning urban development to make jobs and community services moreaccessible• Coordinating development of all transport modes to provide a comprehensivetransport system• Managing the road system to achieve integration, choice and balance bydeveloping an efficient and safe network and making the most of existinginfrastructure• Reviewing transport practices, including design, construction and management,to reduce environmental impacts• Giving higher priority to cycling and walking in planning urban development andin managing our road system and neighbourhoods• Promoting the use of sustainable personal transport optionsSix Implementation Plans support Melbourne 2030 and cover a range of topicsincluding the following detailed transport action plans:• Upgrade and develop the Principal Public Transport Network and improve localpublic transport services• Encourage sustainable travel• Provide for the transport needs of growth areas• Provide for freight and commercial transport• Improve transport links to regional Victoria• Ensure integrated planning for metropolitan transportIn November 2004 the State Government launched “Linking Melbourne -Metropolitan Transport Plan” a comprehensive plan for the management anddevelopment of Melbourne’s transport system.The plan centres on the following four key areas with detailed strategies for each area:1. A Safer Transport System• Reduce road deaths and serious injuries• Improve safety and access for pedestrians and cyclists• Provide safer and better access to public transport• Ensure the safety and security of transport infrastructure2. Managing Congestion• Improve the reliability and flow of road-based public transport• Make existing roads operate better• Improve service coordination, integration and customer interface• Promote sustainable travel through better demand management• Special events planning3. Metropolitan Growth• Improve outer metropolitan arterial roads• Increase access via public transport in middle and outer areas• Increase access via the passenger rail network• Integrated transport in the Mitcham-Frankston corridor6

4. Support for Economic Growth• Improve access to key freight areas• Improve national, regional and cross-town freight connections• Manage safety and environmental issues relating to commercial transportThe plan provides a background and overview of each key area with a list of priorityactions that are to be followed to implement each strategy.There are a number of these action plans that will directly impact on the promotion anddevelopment of an integrated transport system in Maroondah. These include:• Provide better storage facilities for bicycle activity centres and railway stations,starting with the installation of 250 new lockers in 2004 and 2005. From early2005, all bicycle lockers at stations will be free of charge.• The Commonwealth Disability Discrimination Act 1992 (DDA) requires that allpublic transport services to be accessible by 2022. A combined effort fromgovernment agencies, transport operators and local government is necessary tomeet this 2022 target as well as interim accessibility targets.• Develop Park & Ride facilities at strategically located train, bus and tramterminals. High-priority sites will be along heavily travelled routes where thereis an efficient peak public transport service.• Improve the State wide integration of fare structures across the metropolitanarea, the urban fringe, regional centres and regional Victoria.• Implementation of TravelSmart programs in schools – parents driving theirchildren to school contribute to congestion near schools and increase concernabout child safety in traffic. There is significant potential to reduce car travel byencouraging children to walk or cycle to school. A number of schools arealready piloting TravelSmart as part of the curriculum, or developing “SchoolTravel Plans” that employ TravelSmart principles. These programs will beexpanded, with a focus on areas with high traffic congestion.• Facilitate development of activity centres and “Transit Cities” – traffic studieswill be taken to identify traffic management objectives and to assist planning toenable the Transit Cities to operate effectively.• Develop and deliver the Doncaster to Frankston SmartBus orbital route onarterial roads including Dandenong to Frankston Road and Stud Road toMaroondah Highway• A program to upgrade stations, starting with Heatherdale, Dandenong, NoblePark and Kananook stations• Detailed investigation and planning for extension of the rail network to SouthMorang and options for the introduction of flyer trains on the Ringwood line• Construction of the 40km Mitcham-Frankston Project through Melbourne’seastern and south-eastern suburbs.These state government policies and initiatives have contributed to an environmentwhere local government, transport agencies and the community are now activelyseeking opportunities to develop sustainable integrated transport systems.7

2 Land Use & Travel Generators2.1 Existing Space Land Use Patterns2.1.1 OverviewThe City of Maroondah forms part of the north eastern boundary of the greatermetropolitan area and is located 25 kilometres to the east of Melbourne’s CentralActivity District. It presently has an estimated population of 102,400 and covers anarea of 61 square kilometres.Figure 2.1 - Maroondah Planning SchemeMaroondah Planning Scheme LegendPublic Park and Recreation ZoneBusiness 1 ZonePublic Use Zone Service And UtilityIndustrial 1 ZonePublic Use Zone TransportUrban Floodway ZoneResidential 1 ZoneRoad Zone Category 2Public Conservation And Resource ZoneBusiness 5 ZoneIndustrial 3 ZoneMixed Use ZoneBusiness 3 ZoneRural Living ZoneRural ZoneBusiness 4 ZoneRoad Zone Category 1Low Density Residential ZoneBusiness 2 ZoneMaroondah is a substantially developed residential municipality with a blend ofestablished neighbourhoods clustered around the main transport routes in thegeographical centre, with developing areas on the periphery. Residential land usecovers approximately 65% of the municipality, making it the dominant land use.8

A strong commercial and industrial base has also developed in Maroondah, with thecommercial emphasis focused on the Ringwood Activity Centre and the CroydonTown Centre. Major industrial development is located in the Bayswater North area.These two sectors account for approximately 15% of land use within Maroondah.Maroondah is traversed by a major highway, which serves as an essential link betweenthe metropolitan area and the tourist regions of the Yarra Valley area. Maroondah isalso a vital municipality for the fulfilment of the Mitcham to Frankston Freewayproject and the Ringwood Bypass.The junction of these two arterials is located near the western boundary of themunicipality, making Maroondah a crucial element for the realisation of the plan toprovide a direct, high speed vehicle link between the Melbourne CAD, outer easternsuburbs and Dandenong.A metropolitan heavy rail line also links Maroondah with the Melbourne CAD. Theline splits at Ringwood into two branch lines that exit Maroondah into the Shire ofYarra Ranges and the City of Knox.2.1.2 ResidentialSingle detached dwellings remain the predominant housing type within themunicipality. However, there has been a decline in the rate of growth of singledetached dwellings while at the same time there has been a slight increase in growth inmedium to high density dwellings within the municipality.Most of the growth in medium density housing has occurred along major roads such asMaroondah Highway, Mt Dandenong Road, Dorset Road and Bayswater Road. Aconcentration of multi-dwelling units has also occurred around the Croydon TownCentre and Ringwood Activity Centre.Opportunities for additional housing are grouped under the following three categoriesincluded in Melbourne 2030:• Greenfield locations• Strategic development sites• Dispersed residential locationsThe Draft Eastern Regional Housing Statement notes that:• Council has identified there are potential opportunities for approximately 1,000households in greenfield locations including the corner of Bayswater andBayfield Road in Bayswater North and the redevelopment of the Croydon GolfCourse. These opportunities are subject to consideration and finalisation ofsignificant planning issues.• Council has identified that almost 6,500 new households could be located withinits strategic redevelopment sites. Development is expected to occur largelywithin and around the Ringwood Activity Centre and the Croydon Town Centre.Ringwood, being a designated Transit City, is expected to accommodate themajority of higher and medium density housing. Structure planning for theCroydon Town Centre has commenced and is investigating appropriate locationsfor higher density housing.• In its dispersed residential locations, Council has estimated potentialopportunities for almost 5,600 additional households between 2001-2031. Thisrepresents a lower rate of growth than the 400 additional dwellings per annum,which are currently constructed in dispersed residential locations. The potential9

for the existing level of development continuing in dispersed residential locationsis likely to be restricted by significant landscape controls, neighbourhoodcharacter issues, lot sizes and existing development density particularly inCroydon Hills and Warranwood areas.Recent residential growth has generally occurred within the suburbs to the north ofMaroondah Highway, particularly North Ringwood and Croydon Hills.Stated Council objectives for residential land use include:• Maintain and enhance the mix of housing types and residential densities to caterfor the changing profile of the population;• Promotion of diversity, good design and affordability in housing stock;• Encourage conventional and medium housing opportunities which areenvironmentally sustainable and responsible;• Limit the intrusion of non-residential uses into residential precincts and minimisethe loss of residential land or housing without suitable replacement; and• Protect and enhance areas of special environmental quality by limiting intrusionof high density dwellings and improving urban design in certain locations.Increasing residential densities around existing established public transport services,particularly railway stations will improve accessibility for increasing proportions of theCity’s population. Increased densities near public transport nodes will encourageincreased usage of public transport which, in turn, will increase the viability of servicesand create potential for improved service frequencies and hours of operation.2.1.3 Retail/CommercialRingwood has been designated as a Principal Activity Centre in Melbourne 2030 and isa regionally significant generator of employment, retail shopping, residentialdevelopment, commercial and office activity. Croydon Town Centre has beendesignated as a Major Activity Centre and is similar to Ringwood in that it is also asignificant generator of local and regional travel demand for employment, commercialactivity and retail shopping.Both Ringwood and Croydon activity centres are serviced by heavy rail and havemajor bus interchanges located adjacent to the railway stations.There are eleven Neighbourhood Activity Centres that generate significant, althoughless intensive travel demand. The Neighbourhood Activity Centres include:• Heathmont Shopping Centre and Ringwood East Shopping Centre both of whichare serviced by heavy rail as well as bus services.• Burnt Bridge Shopping Centre and Croydon North Shopping Centre are bothlocated on Maroondah Highway.• Ringwood North Shopping Centre, McAdam Square Shopping Centre andKilsyth North Shopping Centre.• Kallay Street Shopping Centre, Eastwood Village Shopping Centre, ArmstrongRoad Shopping Centre and Merrindale Shopping Centre.One of Council’s objectives is to reinforce the established pattern and hierarchy ofactivity centres in which shops, offices, public and community services andentertainment facilities are grouped.10

Council’s objectives for retail/commercial land uses are:• No new shopping centres, instead aim to secure and strengthen the role ofRingwood and Croydon as the retail and commercial focal points;• Discourage the development of new commercial areas and the inappropriateexpansion of existing neighbourhood and local shopping centres; and• Ensure that new and innovative commercial shopping facilities are established in,or immediately adjacent to, existing commercial precincts.The focussed provision of improved transport services to existing commercial andretail centres, particularly public transport, is an important element in achieving theseCouncil objectives.2.1.4 IndustrialIndustrial land is also an important generator of employment and freight with itsassociated travel demand.Industrial land uses in Maroondah are predominantly located in two areas:• Croydon South/Bayswater North, an area mainly accessed from Canterbury Roadand Colchester Road, and• Along New Street in Ringwood.Smaller pockets are also located along Maroondah Highway, west of Oban Road,around the periphery of the Croydon Town Centre and an area in Kilsyth South.There are approximately 560 industrially zoned sites in the City of Maroondah, whichcontain in excess of 1000 factories in the form of about 200 industrial complexes.Council’s Municipal Strategic Statement indicates that the vacant land holdings withinthe Bayswater North industrial area are sizeable and will provide considerable capacityfor future industrial developments. However, significant portions of land in this areaare owned by VicRoads and are reserved for the proposed Healesville Freeway. Majorindustries in this precinct include Dupont Australia and Kenworth Trucks.The industrial area in Ringwood between Canterbury Road and Maroondah Highwayextending along Heatherdale Road and New Street is dissected by the Mitcham toFrankston Freeway (Eastlink). Major industries in this area include the confectionerydivision of Cadbury Schweppes and the Powernet Terminal Station.Previous land zonings of Light and General Industrial have prevented theestablishment of offensive and dangerous industries with wholesale/warehousing beingthe predominant forms of industrial activity. Such activities are primarily concentratedin the Bayswater North, Ringwood (New Street/Heatherdale Road precinct) andCroydon central area.Industry plays a major role in the local economy with the municipality presentlyenjoying low vacancy rates and a solid base for industrial infrastructure.Commercial/office areas are generally located at the periphery of the RingwoodActivity Centre and are associated with major industrial uses.Stated Council objectives for industrial land use include:• Promote Maroondah as a prime location for industrial development andinvestment in the north-west region;• Ensure that industrial areas are well serviced by efficient public transport andhave access to an extensive intra - and inter - municipality road network;• Provide for the development of existing vacant industrial land; and11

• Encourage redevelopment of under utilised industrial sites.Road access to industrial areas is essential for the transport of freight. A high standardof maintenance to roads in these areas is necessary if these areas are to remaincompetitive and attract new industries and employment into the municipality.2.1.5 Community FacilitiesThere are 27 Primary Schools and 13 Secondary Schools in Maroondah which allgenerate substantial local travel demand that is currently met, to a large extent, by useof private motor cars and, to a lesser extent, by walking, cycling and school buses.Maroondah Hospital is located along Mt Dandenong Road, east of Eastfield Road inRingwood East. Several smaller medical facilities are located throughout themunicipality, catering for the local community.Additional public facilities are generally located within proximity to the RingwoodActivity Centre and the Croydon Town Centre.Improving public transport linkages and accessibility to community facilities willresult in increased participation in community activities. This will lead to anenrichment of the community and its integration. Similarly new facilities should belocated close to existing established public transport services.2.1.6 Recreation and LeisureThere are numerous formal and informal recreation areas in Maroondah includingparks, reserves and sporting amenities and these recreation and leisure facilitiesgenerate significant travel demand.Some of the principal facilities include:• Ringwood Lake• Croydon Town Park including Croydon Leisure Centre, Croydon Memorial Pooland Croydon Athletics Track• Eastfield Park• Proclamation Park Athletics Track• Ringwood Aquatic Centre and Jubilee Park• Bicycle paths along Dandenong Creek, Mullum Mullum Creek, Trawalla Creekand Brushy Creek• H.E. Parker Reserve and Quambee Reserve• Ringwood Golf Course, Dorset Golf Course, Eastwood Golf Course andCroydon Golf CourseProvision of recreation facilities linked by a network of walking and bicycle paths willhelp reduce dependence on the motor car, improve accessibility and encouragecommunity participation in recreation and leisure activities.2.2 Future Development2.2.1 ResidentialCouncil has recognised the need to cater for the changing demographic profile of itspopulation. This is reflected in the Municipal Housing Strategy released in January1997.12

Amongst other things, this document identifies areas for future growth and in particularidentify preferred areas for medium density housing. These areas are typically locatedaround major commercial/retail areas or other public facilities such as train stations ormajor roads. Specific areas include the existing residential areas adjacent or inproximity to the Ringwood Activity Centre and Croydon Town Centre.In addition to providing for growth in medium density housing, Council hasacknowledged residential areas with either landscape or environmental significance.Development controls are in place to ensure that the quality of the environment inthese areas is protected from over development. The areas with landscape andenvironmental significance are generally located along ridgelines running north-souththrough the municipality. There are also additional areas of significance towards thesouth-east and north-west municipal boundaries.In line with the Draft Eastern Regional Housing Statement, Council’s HousingStrategy forecasts an additional 1680 to 2700 dwelling will be developed within themunicipality within the next 10 years comprising of 680 to 700 single dwellings and1000 to 2000 medium density dwellings.It is expected that the areas identified for medium density housing could accommodate5,000 to 6,000 dwellings, assuming that 50 per cent of the existing housing stock isredeveloped and Council is working towards planning for future residential growth inappropriate areas.2.2.2 Retail/CommercialCouncil has indicated that one of its primary aims is to continue to reinforce the rolesof the Ringwood Activity Centre and the Croydon Town Centre as the two main retailand service focal points by:• Preventing the development of new shopping centres and commercial areas inother locations;• Improving vehicular (including public transport and cycling) and pedestrianmovement into and round existing centres; and• Creating a development framework for the existing major commercial centres.According to the Ringwood District Centre Structure Plan Review (1997) retailfloorspace demands will be in the vicinity of 14,600 to 20,000 square metres by 2011within the district centre.Office space demands have decreased significantly within the area with construction ofseveral of the office developments approved in the late 1980’s still to be commenced.According to the Ringwood District Centre Structure Plan Review office floorspacedemand in the foreseeable future will be met by smaller office type developments.While there appears to be limited demand at present there is much potential within themunicipality to accommodate retail, office and mixed use developments within andadjacent to the existing major centres. Council has also identified the need to attractlarger commercial/retailers such as Harvey Norman and other larger stores in order forexisting commercial and retail areas to remain competitive and viable.It is important that the municipality is able to attract and retain such developments in amanner that also promotes long term sustainability. This objective was identified inCouncil’s commitment to promoting economic growth through its Economic Strategyreleased in December 1997. The provision of good quality and convenient transportsystems is an essential element in achieving the council’s economic growth strategy.13

2.2.3 IndustrialCouncil’s Economic Strategy acknowledges the need to:• Understand the industrial development markets• Cater for the needs of this sector, and• Provide attractive alternatives for corporate relocation.There are potential opportunities to cater for future industrial uses within theBayswater North industrial area and the Ringwood area along New Street.Council is also encouraging redevelopment of existing older and under-utilised areaswithin these precincts in order to provide a more attractive urban environment andcater for and encourage further investments into the municipality.Council is maintaining the emphasis on existing manufacturing and high value addedindustrial uses and warehousing activities, encouraging the provision of large strategicsites to attract major companies and high-tech industries. Given the emphasis Councilis placing on maintaining and promoting the municipality, the number of industrialuses is expected to increase.Direct and convenient road transport links to Melbourne’s freeway and major arterialroad network is critical if Maroondah is to remain as a location of choice when futureindustries are considering relocating or the development of new sites.2.3 External Travel GeneratorsMajor external travel demand generators for residents of Maroondah include:• To the west, Melbourne Central Activities Centre and inner suburbs• To the south and south west, the Scoresby industrial corridor and the MorningtonPeninsula• To the east, the Dandenong Ranges and the Yarra Valley• To the north and north west, the Western Ring Road, Melbourne Airport andregional Victoria.14

3 Demographics3.1 Population LevelsThis Chapter provides an overview of some of the main demographic characteristics ofthe City of Maroondah. The statistics have been reproduced from available publisheddata, and unless otherwise stated are derived from the 2001 ABS Census.The City of Maroondah has experienced a gradual increase in its population from anestimated resident population of 95,879 in 1996 to 100,279 in 2001. According topopulation projections by the Department of Sustainability and Environment basedupon current demographic trends in population and households types the population ofMaroondah is expected to increase steadily to about 108,000 in 2011, 118,500 in 2021and 128,000 in 2031.Population growth areas are located in North Croydon, North Ringwood, NorthBayswater and South Kilsyth. Significant population growth also will occur inRingwood Activity Centre and Croydon Town Centre with the growth of higherdensity residential developments.3.2 Age StructureThe population of Maroondah is ageing. This characteristic is consistent with thecurrent trends being experienced by many other similar areas throughout Australia.Table 3.1 provides a summary of the existing and projected changing age structure ofMaroondah’s population. The table highlights that the proportion of population agedunder 50 is generally declining (or projected to decline) from 77.7% in 1991 to 57.2%in 2031. At the same time the proportion of people aged over 50 is steadily increasing(and projected to increase) from 22% in 1991 to 42.7% in 2031.Table 3.1 Age Structure% of Population 1991 1996 2001 2011 2021 2031Sources:0-4 years 7.6 7.6 6.8 5.7 5.3 5.15-19 years 23.2 21.8 21.1 18.4 16.2 15.420-24 years 8.4 7.7 6.6 6.7 6.0 5.325-34 years 16.6 16.0 15.2 13.1 13.2 11.835-49 years 21.9 22.6 22.2 22.0 19.7 19.650-59 years 8.7 10.1 12.0 13.2 13.5 12.260-74 years 9.3 9.5 9.9 13.8 17.0 18.075+ years 4.0 4.5 5.8 7.1 9.0 12.5• CDATA2001, based on ABS Census of Population & Housing 1991, 1996, 2001• DSE VIF 2004 Population ProjectionsPerhaps of greater importance with respect to transport and mobility is that theproportion of population in the City of Maroondah aged 60 years or older is projectedto increase from 13.3% in 1991 to 30.5% in 2031.16

3.3 Household SizeHousehold size, i.e. the number of persons per household, has continued to decline. In1996 approximately 51.9 per cent of households were occupied by 1 to 2 people whilstin 2001 this had increased to 55.2%. During the same period the number of householdswith 3 to 4 people has declined from 36.1% to 34.2% and households with 5 or morepeople has declined from 11.9% to 10.8%. Associated with reduced household sizes isthe increase in demand for greater flexibility in housing stock and the move away fromthe traditional 3 bedroom home on a quarter acre block.When compared to Metropolitan Melbourne, Maroondah has a slightly smallerproportion of couples with children (49.9% compared to 50.1%), and a slightly greaterproportion of couples without children (33.1% compared to 32.8%). Single parentfamilies are also slightly greater in Maroondah (15.3% compared to 14.8%).Lone person households represent approximately 23.2% of the population inMaroondah which is the same as for Metropolitan Melbourne.Associated with the ageing population is the change in housing needs. Typically thereis an increased demand for different housing choices, particularly smaller sizedresidential dwellings located near services and public transport. This demand is furthercompounded by the reduced household sizes discussed above.3.4 Dwelling TypeThe residential fabric of the municipality primarily consists of single detacheddwellings with an increase in medium density dwellings. The number of dwellings inthe City of Maroondah has increased from 35,063 in 1996 to a total of 38,113dwellings in 2001. This increase represents an average annual increase of some 610dwellings per year. In recent years the rate of increase has decreased and it is estimatedthat some 500 dwellings per year are constructed in Maroondah.While single detached dwellings are the major form of housing within themunicipality, it is experiencing a decline in growth. From 1996 to 2001 the proportionof separate homes has declined from 82.3% to 80.5%. During the same period theproportion of medium to higher density dwellings has increased from 15.7% in 1996 to18.8% of total dwellings in 2001.While there still remains considerably more single detached dwellings than other formsof higher density dwellings, evidence indicates that the trend towards higher densityliving will continue and this is encouraged by Council and State Government policy.Further, the changing age structure of the municipality will also support this trendtowards medium density living.3.5 Household IncomeHousehold income trends in Maroondah are consistent with the MetropolitanMelbourne averages.The proportion of households earning $500 dollars a week or less is lower than themetropolitan average (22.7% compared to 23.8%) while the proportion of peopleearning above $500 dollars a week is higher than the average (except for the $2000+bracket which is lower).Approximately 31.3% of households earn between $1000 and $2000 per week inMaroondah compared to 29.0% in Metropolitan Melbourne.17

3.6 Car Ownership & UsageData related to car ownership and usage has been extracted from the 2001 Census. Thecensus data shows that car ownership is relatively high in Maroondah withapproximately 88.6% of households having access to one or more private motorvehicles. This value is higher than the metropolitan average of 83.7%.The proportion of households in Maroondah, which do not own a motor vehicle, is6.7%. This is lower than the 9.5% average for Metropolitan Melbourne. The proportionof households owning one motor vehicle is 33.8% (compared to the metropolitanaverage of 34.7%) and owning two or more is 54.8% (compared to the metropolitanaverage of 49.0%).Dependence upon the private motor vehicle as the dominant form of transportation isfurther reflected in the modes of travel to work. The 2001 census revealed that anestimated 70.4% of the population travel by motor vehicle to work which is higher thanthe Metropolitan Melbourne average of 66.8%.A relatively low proportion (8.9%) of employed persons within the municipality travelfor at least part of their journey to and from their place of employment by publictransport which is lower than the Metropolitan Melbourne average of 9.1%.According to census data, from 1996 through to 2001 there has been a gradual declinein the use of public transport as a mode of travel to work. In 1996 some 9.4% of tripsto work were undertaken using public transport, by 2001 this proportion had fallen to8.9%. During the same period car travel has remained relatively constant.The figures also indicate that, associated with the high level of car dependence, thereare low levels of ride sharing. The proportion of employed people travelling by car as apassenger is 4.8%. This statistic highlights the common feature on many of our roadsof lines of single person vehicles and low private vehicle occupancy rates.The census data clearly illustrates that residents of Maroondah are very dependantupon private motor vehicles as the primary form of transportation.3.7 EmploymentMaroondah enjoys relatively low levels of unemployment. In 2001 the unemploymentlevel in Maroondah was around 5.0%. The corresponding Metropolitan Melbourneaverage was 6.6% unemployment.In 2001 approximately 75.0% of males and 57.9% of females residing in Maroondahwere either employed or are seeking employment. These employment percentages arehigher than Metropolitan Melbourne averages of 69.6% and 54.3%, respectively.The major industry sectors in which Maroondah residents are employed are:• Retail Trade 16.5%• Manufacturing 15.5%• Property or business services 11.5%, and• Health and Community Services 10.0%The main employment occupations of Maroondah residents are:• Intermediate clerical, sales and service workers (18.3%)• Professionals (18.2%)• Trades persons and related workers (14.0%)18

• Associate professionals (12.4%), and• Elementary Clerical, Sales & Service Workers (10.2%)19

4 Demand for TransportTravel demand arises from people’s desire to undertake activities such as working,attending school, shopping or playing sport. The locations of residence and activities,the means available to travel between the locations and the characteristics of travellersdetermine the transport choices people make.4.1 Transport and Land UseThere are interactions between the demand for transport and land uses (residences andactivities), with transport supply having effects on development patterns and viceversa. There is much debate about how strong the relationships are in each directionand what their effect is on the use of public transport in particular.Current interest in activity centres (or more concentrated and mixed development insuburbs) is one mechanism being explored in an attempt to change activities as ameans of changing travel demands/patterns (Melbourne 2030). Overseas studies haveshown that there is a relationship between urban form and travel patterns and therelationship appears to be stronger for non-work trips than work trips. Workundertaken in Sydney appears to confirm these conclusions, showing that higher publictransport use is associated with (Battelino 1997):• Lower rates of trip making for non-work trips;• Mixed development;• High population density;• Grid street pattern (which is more easily served by public transport);• High income and low car ownership (because the higher use areas tend to be inthe inner suburbs); and• Proximity to rail stations (although the analysis only included train services).Changes in land uses will take a relatively long time to achieve, so arguably will notaffect transport patterns to any great extent in the short to medium term. However,there may be urban design features, which could be changed fairly easily to makepublic transport, cycling and walking more attractive in the short term.4.2 Transport ModesThe different means of transport have inherent characteristics, which give themadvantages over other modes in meeting some transport demands. For example:• Public transport, particularly rail, can move large numbers of people to acommon destination, typically the CBD• Buses have the potential to provide more flexible services than rail or trambecause routes and the size of vehicle can be altered with relative ease• Walking is restricted to short trips due to its speed relative to mechanical modes• Cycling can be for commuting, recreation or school travel. Restrictions on loadsthat can be carried but time times for short to medium distances in the urbanenvironment can be comparative to the motor car20

• Cars have the flexibility to meet most travel requirements, except where access isrestricted or limited (including by congestion and availability/cost of parking). Inaddition a license is required for drivers and emissions from vehicles contributeto green house effect.The characteristics of transport modes are not rigid so they can be altered to achievechanges in the use of modes. Some changes require longer time frames than others.The characteristics of transport modes define their suitability for the trips that peoplewish to undertake. In transport planning this is measured as the generalised cost,which comprises:• Money costs (car operating, parking, public transport fare); and• Time costs (walk or access, wait, in-vehicle).Time costs for public transport trips comprise:• The walk to the stop or station, which is dependent on the network density;• Waiting for the service, which is generally estimated as half the headway on theassumption of random arrivals. There is evidence that the average wait timeapproaches 10 minutes which indicates that intending passengers use timetablesfor services with long headways (Seddon and Day 1974);• Boarding and alighting time; and• In-vehicle time.Time costs are valued in money terms based on modelling or surveys of people’spreferences to trade off time for money, e.g. choosing a slow and cheap mode over afast and expensive mode. These valuations generally show that walk and wait timesare valued at twice the value of in-vehicle time because they are twice as disagreeable.The ratio can vary depending on the specific mode choice under consideration (Prosseret al 1997) but the general principle remains.Not all factors in the mode choice decision are susceptible to easy measurement andmay be excluded from formal models of travel choice on these grounds. For example:• Transfers between modes are sometimes considered more disagreeable than othersorts of time so a penalty cost in addition to the walk and wait times may berequired;• Unreliability (or schedule delay);• Preference for rail-based modes over buses; and• Car parking availability.4.3 Person CharacteristicsA range of socio-economic characteristics such as income level, age and family lifecyclestage may affect the level of trip making and the choice of mode of transport.They tend to be handled by modelling separate groups, or market segmentation. Thecharacteristics of people who travel for work purposes are different to other travellersin addition to them having different trip patterns. In the last decade or more, trips withmore than one purpose and those without an origin or destination at home have becomemore common. These types of trips are unlikely to closely match determinants used forpeak period travel choices.21

4.4 Maroondah Trip CharacteristicsAccording to the Victorian Activity and Travel Survey (VATS) results for the period1994 to 1996 there were 268,685 trips per day made by residents of Maroondah. Thecharacteristics of these trips with purpose are described below.4.4.1 Mode ChoiceTable 4.1 shows the modes of transport used by the residents of Maroondah over theperiod 1994 to 1996 for travel throughout the metropolitan area. It shows that:• Car is the predominant mode used with 81.6% of trips made either as car driveror car passenger;• Public transport is relatively more important for longer trips between Maroondahand Melbourne and the metropolitan area than for trips within Maroondah. Ahigher proportion of people who live in the Ringwood zone use public transportfor trips to Metropolitan Melbourne than Croydon zone residents;• Public transport is used more for travel between the Ringwood and Croydonzones than for local (within zones) trips; and• Walking is a significant mode for travel for local trips.Table 4.1 Mode of Travel, Maroondah (per cent) 1ModeTo/From Metro MelbBetween Zones 2RingwoodCroydonTRIP TYPEBetweenRingwood- CroydonWithinRingwoodWithinCroydonWalk 1.1 0.5 2.8 34.3 20.5 11.7Bike 0.0 0.6 1.3 0.7 1.6 0.6Car Driver 63.4 73.0 62.6 45.8 53.1 60.0Car Passenger 24.5 20.8 26.3 16.7 22.4 21.6Public Transport 9.4 4.2 4.7 2.1 2.3 5.1Other 1.6 0.8 2.2 0.4 0.0 1.0Total (%) 100.0 100.0 100.0 100.0 100.0 100.0Total Number ofTrips Per Day84,141 64,669 18,751 63,954 37,170 268,685% Total Trips 31.3% 24.1% 7.0% 23.8% 13.8% 100%Source: VATS data for 1994 to 1996 supplied by the Transport Research Centre.Note: 1. Includes non-home based trips and forward leg of home based trips.2. To/from the Ringwood and Croydon zones to other zones in the metropolitan area.Total(%)4.4.2 Trip PatternsFigure 4.1, which based on data contained in Table 4.1, shows that just over half thetrips (55.4%) the trips generated by Maroondah residents are made to locations outsideof Maroondah; trips totally within Ringwood and Croydon account for 23.8% and13.8% respectively. The remaining trips (7%) are made between Ringwood andCroydon.22

Figure 4.1 Travel Patterns of Trips Generated by Maroondah Residents, 1994 -19964.4.3 Trip PurposeAs shown in Table 4.2 the most common trips made by Maroondah residents are forshopping (23.4%), work (18.8%), personal business (15.0%), and social (14.8%)purposes. Except for work and social purposes, most trips are made withinMaroondah, especially shopping trips.Table 4.2 Trips by Trip Purpose and Zone, Maroondah (per cent) 1TRIP PURPOSEShop Chauffeur School Work PersonalBusinessSocial Recreation Other TotalInterzonal 2Ringwood 18.3 11.5 5.3 24.3 13.3 18.2 7.5 1.6 100.0Croydon 17.9 13.1 3.7 25.2 15.2 17.0 5.7 2.1 100.0BetweenRingwood& Croydon17.0 16.7 7.8 14.3 17.2 16.8 7.3 3.0 100.0WithinRingwood 34.4 11.6 6.7 9.7 16.7 10.4 7.4 3.2 100.0Croydon 28.7 12.8 9.7 12.9 14.9 10.2 9.5 1.3 100.0Total 23.4 12.5 6.0 18.8 15.0 14.8 7.3 2.2 100.0TotalNumber of 62,876 33,454 16,233 50,471 40,393 39,856 19,579 5,823 268,685Trips% of TotalTrips23.4% 12.5% 6.0% 18.8% 15.0% 14.8% 7.3% 2.2% 100%Source: VATS data for 1994 to 1996 supplied by the Transport Research Centre.Note: 1. Includes non-home based trips and forward leg of home based trips.2. To/from the Ringwood and Croydon zones to other zones in the metropolitan area.23

4.5 Public Transport Needs in MaroondahAustralian Bureau of Statistics 2001 Census data has been used to identify the locationof population groups with characteristics generally associated with the need to travelby public transport and to make comparisons with the public transport servicescurrently provided.Population areas with demographic characteristics associated with substantial need forpublic transport are those areas having high proportions of one or more of thefollowing characteristics:• Households with no cars,• People aged 65 years and over, and• Children below driving age.Groups in the community with these characteristics tend to:• travel more in the off-peak periods;• undertake shorter than average trips; and• use public transport, taxis, walk and bicycle modes.Community groups with the greatest public transport needs were identified byexamining the population characteristics data from the 2001 Census at census collectordistrict (ccd) level. The analysis found the areas within Maroondah, associated withhigh levels of the three factors listed above, are as follows:Households with No CarsLargest areas with a high percentage of households without cars are situated aroundRingwood and Croydon railway stations with significant areas along MaroondahHighway between Ringwood and Croydon.Other significant areas are around Ringwood East railway station and along theRingwood to Belgrave rail line.Isolated pockets also exist along Canterbury Road between Dorset Road andBayswater Road and along the north side of Lincoln Road. These areas are highlightedin Figure 4.2.65 Years and OverLargest percentage of population aged 65 years or over are situated in the areas aroundRingwood, Ringwood East and Croydon rail stations. There are also significant areassouth and east of Heathmont rail station.Isolated pockets exist north of Maroondah Highway in Croydon North and north ofOban Road in Ringwood North. These areas are shown in Figure 4.3.18 Years and UnderThe areas with the largest percentage of population aged 18 years and under aresituated in the north west and the south east corners of the municipality. There is also asignificant area north of Canterbury Road and west of Bayswater Road.Isolated pockets exist at the corner of Glenvale Road and Oban Road, south of LincolnRoad east of Dorset Road and west of Heathmont rail station. These areas are shownin Figure 4.4.24

SummaryCombining the above information to produce a map showing areas (ccd’s) havingpopulations with high proportions of the above characteristics provides a picture of thelocations with substantial need for public transport. The resultant areas with greatestpublic transport need are illustrated in Figure 4.5.Figure 4.2 Households With No CarsCROYDONRINGWOOD EASTRINGWOODHEATHMONT1000 0 1000 2000 3000SCALE: Metres% OF HOUSEHOLDS WITH NO CARSTotal Households With No Cars/Total Households12.1 to 28.3 6.8 to 12.1 4.1 to 6.82.1 to 4.1 0 to 2.1LEGENDRailway StationRail LineSource - ABS 2001 Census25

Figure 4.3 - % of Population Aged 65 Years and OverCROYDONRINGWOOD EASTRINGWOODHEATHMONT1000 0 1000 2000 3000SCALE: Metres% OF POPULATION AGED 65 YEARS OR OVERTotal Persons Aged 65 Years or Over/Total Population23 to 42.3 18.9 to 23 14.4 to 18.98.2 to 14.4 0 to 8.2LEGENDRailway StationRail LineSource - ABS 2001 Census26

Figure 4.4 - % of Population Aged 18 Years or UnderCROYDONRINGWOOD EASTRINGWOODHEATHMONT1000 0 1000 2000 3000SCALE: Metres% OF POPULATION AGED 18 YEARS OR UNDERTotal Persons 18 Years or Under/Total Population32.9 to 42.7 25.3 to 32.9 23.5 to 25.320.1 to 23.5 0 to 20.1LEGENDRailway StationRail LineSource - ABS 2001 Census27

Figure 4.6 Areas of Greatest Need for - Public TransportCROYDONRINGWOOD EASTRINGWOODHEATHMONT1000 0 1000 2000 3000SCALE: MetresAREAS WITH GREATEST NEED FOR PUBLIC TRANSPORTLEGENDAreas with the greatest need for public transportRailway StationRail Line28

5 Transport Networks5.1 Roads and Traffic5.1.1 Strategic OverviewThe emphasis of the Maroondah Integrated Transport Strategy is on alternative modesof transport to the motor car. These alternative modes include public transport, walkingand cycling. Apart from the rail network, these alternative modes of transport rely onan accessible, well connected, properly maintained and safe road network.To emphasise the need for efficient well maintained roads for alternative transportmodes, studies have shown that during peak hour, buses on several key road sections inMaroondah including Warrandyte Road, Bedford Road, Great Ryrie Road andCroydon Road, carry around 50% of the people on these roads.Council is responsible for the care and maintenance of the municipal road network andVicRoads is responsible for the state road network. The need to identify and rectify keydeficiencies in the road network is a necessary first step if public transport, walkingand cycling are to be become viable alternative forms of transport.A PPK study in 1997 identified that the state road network in Maroondah suffers fromsome structural deficiencies, notably an east-west arterial road across the top of themunicipality and a continuous north-south arterial in the vicinity of Ringwood.Completion of the Ringwood Bypass and construction of the Mitcham to FrankstonFreeway (Eastlink) will significantly increase the north-south road capacity in thevicinity of Ringwood and help relieve peak hour congestion. Currently key sections ofthe network are at capacity during peak periods and require upgrading to cater forexisting daily volumes being carried.5.1.2 Current NetworkThere are about 530km of road in Maroondah with less than 15km of unconstructedroadway.Roads within the network are classified as:• State Arterial Roads (VicRoads responsibility)• Links Roads• Collector Roads, and• Local RoadsCouncil is responsible for the care and maintenance of the last three road types. Inaddition, concrete footpaths and shared paths within road reserves are theresponsibility of Council.Figure 5.1 shows the classifications for the road network in Maroondah.29

LegendArterial RoadsLink RoadsCollector RoadsLocal RoadsRailway Stations1000 500 0 1000 2000 3000SCALE: MetresFigure 5.1 – Road Classification in MaroondahThere are about 52km of state arterial roads, 32km of link roads, 70km of collectorroads and 376km of local roads within Maroondah.State arterial roads are the most heavily trafficked roads in the municipality. Roadswith the greatest traffic volumes carry up to 60,000 vehicles per day while the roadswith the lightest traffic loads still carry about 15,000 vehicles per day. The function ofthese roads is to form the primary network for regional traffic movements.Approximately 9% of the vehicles on state arterials are carrying freight.30

Apart from Wicklow Avenue and Croydon Road, state arterial roads in Maroondahextend across the municipal boundary and provide principal links to adjacentmunicipalities. Maroondah Highway and Canterbury Road extend from Melbourne’sinner city suburbs to the outer east regional areas.Link roads function as key connecting roads between state arterials and are the nextmost heavily trafficked roads in the municipality with each road carrying between5,000 and 15,000 vehicles per day.Collector roads generally carry between 1,000 and 5,000 vehicles per day anddistribute traffic between the arterial road network and the local road system.Local roads generally carry less than 1,000 vehicles per day although some of thelonger local roads can carry up to 2,000 vehicles per day. The prime function of localroads is to provide access to abutting properties. Access is not limited to the motor carbut includes pedestrians and cyclists.To improve amenity and safety of local roads, access for through traffic is generallyrestricted by the road layout or, in the case of identified “rat runs”, by local area trafficmanagement treatments. All local roads have a 50km/h speed limit.5.1.3 IssuesAllocation of road space has traditionally favoured the motor car with the needs ofcyclists and pedestrians, and to some degree, public transport having a secondaryfocus.Many arterial roads, link roads and collector roads already have adequate pavementwidth to allocate road space to cyclists and bus priority lanes. However in some of themore heavily trafficked areas these treatments will require careful design to ensure thesafety of vulnerable road users is not compromised.Maintenance of pavement shoulders and kerbside lanes will need particular attention asthese areas can affect the safety of cyclists. Drainage pits, level differences betweenpavement and concrete channels, potholes and accumulated debris are issues thatrequire constant attention of maintenance personnel.5.1.3.1 State Arterial RoadsSections of the cycling community who use their bicycles for transport have astrong desire to use state arterial roads as they generally provide:• The most direct link between Maroondah and adjacent municipalities• A good riding surface, and• A direct route to many cyclist destinations including rail stations, activitycentres, sporting venues and recreational areas.Within Maroondah, parts of the state arterial road network still retain a rural crosssection and do not have kerb and channel to define the road edge. These sections ofroad can be hazardous for cyclists as the irregular pavement edge and leveldifference between the asphalt pavement and crushed rock shoulder compelscyclists to ride further into the adjacent traffic lane. Riding further into the trafficlane can increase the risk of a cyclist being struck from behind by faster movingmotor vehicles.Sections of the state arterial road without kerb and channel include:• Canterbury Road east of Dorset Road• Mt Dandenong Road between Carcoola Road and Wicklow Avenue31

• Bayswater Road from Mt Dandenong Road and Canterbury Road• Croydon Road from Kent Avenue to Maroondah Highway• Dorset Road from Lincoln Road to Maroondah Highway• Plymouth Road from Narr-Maen Drive to Kalinda Road• Warranwood Road from Kalinda Road to Wonga Road• Wonga Road from Warranwood Road to Reids LaneNearly all these sections of road are parts of various bus routes and the leveldifferences at the unconstructed road shoulder can make boarding a bus difficult forpeople with disabilities. Some of these road sections also lack formal footpaths,which can increase the difficulties for people wishing to access bus stops.During peak periods, heavy traffic on these roads can create delays for buses tryingto re-enter the traffic stream at bus stops and at major intersections. Installation ofbus lanes on the more heavily trafficked sections of road and bus priority treatmentsat major intersections would assist bus companies to maintain reliability in meetingscheduled timetables.Sections of state arterial road that should be considered for bus priority treatmentsinclude:• Maroondah Highway from Heatherdale Road to Kalinda Road• Wantirna Road from Maroondah Highway to Dandenong Creek• Warrandyte Road from Mullum Mullum Road to Oban Road• Bayswater Road from Canterbury Road to Mt Dandenong Road• Mt Dandenong Road from Dorset Road to Main Street, Croydon• Canterbury Road from Wantirna Road to Dorset RoadReconstruction, widening and maintaining road pavement on state arterial roads isthe responsibility of VicRoads and Council submits funding applications for theseworks each year. Construction of new kerb and channel and footpaths in statearterial road reserves is generally the responsibility of Council and part of thesecosts are usually recovered from owners of abutting properties.5.1.3.2 Link RoadsAs with state arterial roads, link roads provide desirable routes for cyclists who usetheir bicycles for transport. Many cyclist destinations are located on, or close to,link roads and these roads provide the quickest and most direct access to thesefacilities.To improve cyclist safety it is desirable to allocate road space for cyclists thatclearly indicates the area of pavement that cyclists will travel along.Generally link roads have pavement widths between 10.7 metres and 12.5 metreswhich means that if traffic lanes about 3.5 metres are marked either side of the roadcentreline there is adequate pavement to create bicycle lanes of between 1.8 and 2.7metres wide on each side of the road. Parking is not permitted in dedicated bicyclelanes so before introduction of these facilities the impact of parking restrictions onnearby homes and businesses needs to be carefully evaluated.32

5.1.3.3 Collector RoadsMany collector roads have a pavement width of 10.7 metres or greater, which is anadequate road width for the introduction of bike lanes. The Maroondah BicycleStrategy identifies those collector roads that should be considered for installation ofbike lanes.As collector roads generally distribute traffic, including pedestrians and cyclists,between the arterial road network and the local road system it is important that theseroads have adequate facilities, such as footpaths and bicycle lanes, to cater for allforms of transport.5.1.3.4 Local RoadsLocal roads tend to form an extension to the residential areas that abut them and thecommunity generally has an expectation that these roads provide a quiet, safeenvironment for cyclists and pedestrians of all ages.In most cases there is not the need to provide particular facilities for cyclists but inmost local roads there is a need to have a footpath on at least one side of the road toprovide ease of access and ensure pedestrian safety.5.1.4 Future ActionCouncil to continue development and implementation of Local Area TrafficManagement programs that focus on maintaining or improving the amenity of localroads. In particular, priority should be given to programs that encourage lower speedson local roads and restrict the intrusion of through traffic.Raise the profile of other road users, such as cyclists and public transport, bydeveloping and strongly supporting projects that reallocate road space to alternativetransport modes.Bedford Road, Great Ryrie Street, Loughnan Road, Ringwood Street, Wonga Road,Oban Road, Eastfield Road, Lincoln Road (west of Dorset Road) and Yarra Roadshould be considered for the installation of bicycle lanes.Future road works on Lincoln Road (east of Dorset Road), Colchester Road, LiverpoolRoad and the northern end of Wonga Road should consider the installation of bicyclelanes as part of the road construction.Develop concept plans and funding proposals for the installation of bus prioritytreatments on the state arterial and link road network.Develop road maintenance programs that focus on kerbside lanes, in particular, thecondition of the road pavement used by cyclists. Drainage pits, level differences atkerb and channel and pavement edge, irregular pavement edges, accumulated debrisand isolated potholes do not greatly inconvenience motorists but can severely impacton the safety of cyclists.Develop programs and funding proposals to construct kerb and channel or, to asphaltshoulders, on state arterial roads and link roads to improve safety for cyclists andimprove access to buses. These programs should also include the provision offootpaths, where necessary, to allow public transport patrons to access bus stops.33

5.2 Rail5.2.1 Strategic OverviewMelbourne has an extensive and well-established radial electrified suburban railsystem, serving the City and surrounding suburbs. Rail services provide a regular andreliable transport system for people who wish to travel from Maroondah to theMelbourne CBD or inner Melbourne suburbs.Figure 5.2 - Lilydale and Belgrave Rail Lines34

RINGWOOD STGREAT RYRIE STDUBLIN RD5.2.2 Current NetworkThere are four rail stations located in Maroondah:• Croydon (Lilydale line);• Ringwood East (Lilydale line).• Heathmont (Belgrave line); and• Ringwood (Lilydale and Belgrave lines).There are a further three nearby rail stations in adjoining municipalities that also servethe Maroondah community:• Heatherdale (Lilydale and Belgrave lines);• Bayswater (Belgrave line); and• Mooroolbark (Lilydale line).Figure 5.3 shows the rail lines and stations within and adjacent to Maroondah and the“walking catchments” of the rail services (i.e. areas which are within 800 metres “asthe crow flies” of these stations are highlighted on the figure).Figure 5.3 – Railway Catchment AreasCity ofManninghamEXETER RDYARRA RDHeatherdaleCity ofWhitehorseHEATHERDALE RDLOUGHNAN RDWANTIRNA RDWARRANDYTE RDRingwoodWONGA RDOBAN RDMULLUM MULLUM CREEKMAROONDAH HIGHWAYBEDFORDRDRingwood EastHeathmontPLYMOUTH RDCroydonMT DANDENONG RDBAYSWATER RDKENT AVCROYDON RDEASTFIELD RDCANTERBURY RDDORSET RDLINCOLN RDHULL RDCOLCHESTER RDMooroolbarkShire ofYarra RangesLIVERPOOL RDCREEKDANDENONGBayswaterCity of Knox10123Kilometres35

Ringwood Station is at the junction of the Lilydale and Belgrave lines, and so hasabout double the number of services that are provided on the stations on the Lilydaleand Belgrave branch lines. During the morning peak period (6.00 am to 9.30 am),some 37 trains depart Ringwood at an average headway of about 5.7 minutes comparedto around 16 trains from stations on each of the branch lines beyond Ringwood.Ringwood and Croydon are Premium Stations (i.e. amongst the 70 busiest on the entireMelbourne Suburban rail network).As Premium Stations they have the following features:• Station staffed from first to last train;• Extensive well lit commuter car parking;• All-weather shelter on platforms;• High level CCTV on the station and surrounds;• Public telephones; and• Full booking office facilities.Table 5.2.2 shows the number of train services for Ringwood, Croydon andHeathmont for various time periods during the day.Table 5.1 Train Services for Ringwood, Croydon and HeathmontWeekdaysInboundRingwood StationOutboundonLilydaleLineService Levels (Trips)OutboundonBelgraveLineCroydon StationHeathmontStationInbound Outbound Inbound Outbound6:00am to9:30am 37 10 8 17 10 16 79:30am to3:30pm 27 12 12 12 12 12 123:30pm to6:30pm 20 15 15 9 14 9 15After6:30pm 21 15 17 12 17 13 17Last Trip 12:41am 12:56am 12:54am 11:29pm 1:02am 12:29am 12:57amSaturday6:00am to6:30pm 54 37 36 37 37 36 36After6:30pm 18 15 15 10 15 15 15Sunday6:00am to6:30pm 49 29 30 31 29 31 30After6:30pm 17 11 11 7 11 9 11As can be seen from Table 5.1, train headways (i.e. time between successive trains)varies throughout the day and is also different on weekends and weekdays. The36

average train headway during weekday peak hours (inbound 6:00am – 9:30am andoutbound 3:30pm – 6:30pm) is about 12 minutes.However between the peaks on weekdays the average train headway is about 30minutes both inbound and outbound.At the weekends on both Saturday and Sunday the average train headway between6:00am and 6:30pm is about 20 minutes which is a more frequent service than betweenthe peaks on weekdays.All trains stop at the stations within Maroondah with no stations being bypassed byexpress trains. All trains on the Lilydale and Belgrave lines stop at Ringwood Station.Heatherdale Station receives the same level of rail service as Ringwood Station. Traveltimes on the network within Maroondah and adjacent stations are shown in Table 5.2Table 5.2 - Travel Times Between Ringwood and Local StationsBetween StationsBayswater & RingwoodHeathmont & RingwoodMooroolbark & RingwoodCroydon & RingwoodRingwood East & RingwoodTravel Time8 mins.4 mins11 mins7 mins3 minsFrom Ringwood, trains operate on a mix of express and “stopping all stations”services. For trains travelling to Flinders Street Station via the City Loop there are 22stations between Ringwood and Flinders Street Station.Express trains bypass either five stations: Auburn, Glenferrie, Hawthorn, Burnley andEast Richmond or nine stations: Mont Albert, Surrey Hills, Chatham, Canterbury, EastCamberwell, Auburn, Hawthorn, Burnley and East Richmond.Travel times between Ringwood Station and Box Hill, Camberwell, Richmond andFlinders Street Station are shown in Table 5.3Table 5.3 - Travel Times from Ringwood Station and Other MetropolitanStationsStoppingall StationsBypassing5 StationsBypassing9 StationsBox Hill Camberwell RichmondFlinders Street StationVia CityLoopDirect15 mins 26 mins 37 mins 50 mins 42 mins15 mins 26 mins 34 mins 46 mins 38 mins15 mins 21 mins 30 mins 43 mins 35 mins37

Table 5.4 - Span of Train Services for Weekdays and the WeekendBelgrave / CityLilydale / CityWeekdays AMWeekdays PM1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11 1Belgrave / CityLilydale / CitySaturday AMSaturday PM1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11 1Belgrave / CityLilydale / CitySunday AMSunday PM1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11 1The train span times are longer than bus services, which can create difficulties for shiftworkers or people enjoying a late night out. These people usually have to rely on taxisor the private motor car to complete their journey.5.2.3 IssuesBoth Ringwood and Croydon stations perform as major modal interchanges, with trainto-busand bus-to-bus changes. The bus interchange areas at both stations have beenupgraded in recent years and vehicle and pedestrian safety improved by removing theneed for buses to reverse within the interchange areas. At Ringwood Station the taxiranks have been relocated to an area west of the station and out of the bus interchange.Ringwood Station and the area surrounded by Wantirna Road, Station Street,Warrandyte Road and Maroondah Highway are currently being reviewed as part of theRingwood Transit City program and the redevelopment of the station and modalinterchange area will be key feature of this program.Croydon Rail Station is a high volume patronage station. It is a busy transportinterchange for rail, bus and taxi. The station is isolated from the surrounding shoppingcentres by car parking and major roads. The bus interchange areas on both the northand south sides of the railway line have been extensively upgraded in recent years.Croydon Rail Station precinct still suffers from a lack of parking for rail patrons,inadequate weather protection on the station for passengers, gaps in the pedestriannetwork and poor directional signage.Heatherdale Station is currently on the boundary between Zone 2 and Zone 3 on theMetlink network and many rail patrons from the south and the east of Ringwood driverelatively long distances to park at Heatherdale Station due to the significant faresavings that can be achieved.This results in a greater demand for commuter parking near Heatherdale Station andparking overflow into the surrounding residential streets. During peak periods, traffic38

congestion at the level crossing in Heatherdale Road prevents ready access to thestation for “Kiss and Ride” rail patrons.Relocation of the zone 2 boundary further east from Heatherdale Station to at leastRingwood, or preferably to Ringwood East and Heathmont Stations, has been anobjective of the Eastern Region Integrated Transport Group for several years.Relocating the zone 2 boundary to Ringwood would reduce the demand for commuterparking at Heatherdale Station where parking supply is poorly located and peak houraccess to the station is difficult by motor car. Commuters would be encouraged to useRingwood Station where parking supply is better located more convenient access to thestation.Relocating the zone 2 boundary to Ringwood East and Heathmont stations would sharecommuter parking between two stations and reduce the peak hour congestion onarterial roads around Ringwood District Centre.A zone boundary relocation further east from Heatherdale would not only improvecommuter parking demands and reduce peak hour congestion on roads within theRingwood District Centre but would also go some way towards providing equity forpublic transport patrons in Melbourne’s outer east.The zone 1 boundary extends an average of about 15km to the west of centralMelbourne, whereas it only extends an average of about 11km to the north, east andsouth of central Melbourne.The zone 2 boundary extends an average of more than 30km to the west and north ofcentral Melbourne yet only extends an average of about 20km to the east.There is no zone 3 for residents to the west north of Melbourne, this zone is only forresidents of Melbourne’s outer east.There are significant cost differences in fares for public transport patrons that have totravel across multiple zones and the following table provides examples of the faredifferences for full fare patrons.Table 5.5 – Train Fares2 Hour Daily Weekly Monthly YearlyZone 1 $3.10 $5.90 $25.90 $95.90 $1,026Zone 1 & 2 $5.10 $9.50 $43.70 $148.00 $1,583Zone 1,2 & 3 $7.10 $12.40 $54.00 $181.30 $1,939Note: Fares applicable for August 2005To travel between any station in Maroondah and central Melbourne requires a Zone 1,2 & 3 Metcard, whereas travel between Heatherdale and central Melbourne onlyrequires a Zone 1 & 2 Metcard. Based on 46 weeks travel each year, Table 5.6 showsthe annual fare savings regular commuters from Maroondah can achieve by going toHeatherdale Station.39

Table 5.6 – Annual Fares Between Zone 1 & 2 and Zone 1, 2 & 3Daily Ticket(230 days)WeeklyTicket(46 weeks)MonthlyTicket(11 months)Yearly Ticket(1 year)Zone 1 & 2 $2,185 $2,010 $1,628 $1,583Zone 1, 2 & 3 $2,852 $2,484 $1,994 $1,939Savings $667 $474 $366 $356The State Government has allocated funds for the redevelopment of HeatherdaleStation as part of the EastLink (Mitcham to Frankston Freeway) project. The extent ofredevelopment is yet to be defined but there is potential to relocate Heatherdale Stationand develop an extensive commuter parking area. Commuters to Melbourne CBDwould have the option of using the rail network or priority buses on Eastlink and theEastern Freeway.Ringwood East and Heathmont stations have potential for development as commuterfocussed stations. The importance of these stations in this role would be enhanced bythe extension of zone 2 to Ringwood East and Heathmont.All four rail stations in Maroondah have areas for commuter car parking. The totalsupply of commuter parking within Maroondah is 1065 spaces. An additional 400spaces are provided at Heatherdale Station, which is located adjacent to the westernboundary of Maroondah. Thus there are some 1465 spaces available in the Maroondaharea. Croydon and Heatherdale Stations have most commuter parking spaces as shownin Table 5.7Table 5.7 Commuter Parking at StationsStationDistance from City(km)Commuter ParkingSpacesHeatherdale 23 400Ringwood 24.5 180Ringwood East 26.5 330Heathmont 26.9 135Croydon 29.8 420Total 1465As seen in Table 5.1, the off-peak, weekday headway for trains is about 30 minuteswhich is longer than the average week end train headway. Many commuters to theCBD have the opportunity to stagger work hours and travel outside the peak times.However the choice of using the trains as a viable alternative transport mode isadversely affected by the poor frequency of off-peak trains.40

Real time train information is now a feature at premium stations and provides railpatrons with the opportunity to better plan their time when they know accurately thearrival/departure time of the next train.The value of this information would increase if real time information was provided atstrategic locations remote (within 5 minutes walking distance) from the station wherethere is more opportunity for patrons to productively use their time rather than justwaiting at the station.5.2.4 Future ActionIn conjunction with the Eastern Regional Integrated Transport Group developadvocacy programs to persuade the State Government to realign public transport farezone boundaries so that commuters to the Melbourne CBD from the outer easternsuburbs are treated equitably with commuters from the northern and western suburbs.Ensure that Council is an active participant in the program to redevelop HeatherdaleStation and that comprehensive consultation is undertaken to obtain the best outcomefor residents, commuters and local traders. The redevelopment program is to considerpossible relocation of the station, upgrade or removal of the Heatherdale Road levelcrossing, provision of an extensive “park and ride” facility to encourage commuters touse either rail to the City or any future priority bus service along the Eastern Freeway.In conjunction with the Eastern Regional Integrated Transport Group developadvocacy programs to persuade the State Government to ensure that bus priority lanesare installed on Eastlink.Ensure that Council is actively involved in the development of the Ringwood Stationand the “superblock” precinct with particular attention to:• Access to the “station superblock” and traffic flow on the surrounding streets• Access to the rail station platforms with particular attention to ramp gradients, .• Layout and operation of the proposed transit lounge and modal interchange area.• Development of mobility and wayfinding signage projects that focus onpedestrians, people with disabilities and cyclists.Review commuter parking at Heathmont and Ringwood East Stations and developconcept plans for staged improvements to parking supplies.Develop mobility and wayfinding signage plans for Croydon, Ringwood East andHeathmont railway stations focussing on:• Disabled access to both sides of the station from bus stops and commuter parkingareas• Vehicle access to station including “kiss & ride” areas• The impacts of trader parking and motor car flow on bus movements adjacent tothe station.• Bus stop facilities including weather protection, route information andwayfinding signage• Bicycle access to rail station precinct.Actively campaign for provision of cyclist facilities at railway stations including theprovision of bicycle lockers and undercover parking racks. Facilitate dual modecommuter travel programs that encourage use of bicycles as a means of accessing railtravel.41

Actively participate in programs that encourage rail and bus operators to coordinatebus and train time tables and improve access to timetable information. Advocate forreal time train information to be installed in Eastland Shopping Centre to enable railpatrons to better plan their time rather than waiting at the station for the next train.In conjunction with the PTUA advocate for the increase in the weekday off-peak railservices to decrease the current train headway from 30 minutes to a maximum of 15minutes.In conjunction with the Eastern Regional Integrated Transport Group developadvocacy programs to encourage the State Government to complete triple tracking ofthe rail line between Camberwell and Ringwood to improve express services forcommuters to Melbourne during peak periods.42

5.3 Bus5.3.1 Strategic OverviewBus services cater principally for those members of the community that do not haveaccess to a motor car and provide mobility for many of the most transportdisadvantaged sectors of the community including young people, the aged and peoplewith disabilities.To achieve a 20% of public transport mode share of motorised travel by 2020 willrequire major improvements to service levels, reliability, coverage and quality of thebus system. A Metropolitan Bus Plan prepared by the DOI as part of the Outer EasternPublic Transport Plan identified three key outputs:• Policies and Standards – a regulatory, contractual and standards framework toenable the bus industry to implement plans in partnership with the StateGovernment• Network and Service Planning - a service plan (and planning system)appropriate to the needs of Melbourne which will help deliver the 20% by 2020target, and• Service Delivery and Management - a bus contract management and fundingsystem, which will help in effective on-going management of service deliveryand finance.With regard to the second output, develop recommendations to the Bus Plan proposedthat the bus network be divided into premium and local services. Local services toprovide feeder connections to activity centres and Premium services. Premium servicesto provide high quality, trunk bus services and encompass the cross town bus routesdefined as part of the Principal Public Transport Network in Melbourne 2030Premium (SmartBus) Bus NetworkFigure 5.4 shows the Principal Public Transport Network (PPTN) and SmartBusRoutes recommended in the Outer Eastern Public Transport Plan (OEPTP). The greencoloured routes show the PPTN and the orange coloured routes show where the BusPlan premium network extends beyond the PPTN.As can be seen from Figure 5.4 the proposed premium bus (SmartBus) routes that passthrough Maroondah are:• Chirnside Park to Boronia along Dorset Road and via Croydon Station• Ringwood to Dandenong along Wantirna Road, Boronia Road and Stud RoadThe Bus Plan in the Outer Eastern Public Transport Plan proposed that these premiumservices are based on the following standards:• minimum 15 minute headways in all time periods (to allow integration with trainservices);• operation between 5am and midnight on weekdays and weekends;• the incorporation of ‘active’ on-road priority for these routes including activegreen phases and queue jump phases at selected junctions;• significant upgrades of bus stops and shelters, and• the provision of real time bus information display units at major stops.43

STUD STUD STUD R R R D D DSTUD STUD STUD RD RD RDFigure 5.4 – PPTN from the Outer Eastern Public Transport PlanMANNINGHAMThe e PinessDon onc cas ast ter er r Eas stttLILYDALEEChirn nsideParkkHIGHWA IGHWAYYChads dst toneOakle leighNOR ORTH RDDDONCASTERWes stf tfieldS Sh Sh hop opp ping ingtownnELGA AR R R RD RDRDPRINC PRINCPRINCE PRINCPRINCE PRINCESPRINCEPRINCES PRINCESESSHHU HU UNTINGD NTINGDALELESTATIONBOX HILLEASTERN FWYM OON AROO OND NDA DAH AHHWHITEHORSEDeak D akinU Univ niver iversityityySTATION TIO N STS TFor or res est t HillChaseeKBUR N R DBLACKB BURN URN RDRDK-Mart PlazaaBURWOODEASTMt Wave er rleyERLEY WAVERLE LEY Y ROA ADDPinewooddMONASHMO MO MO MO MO MO ON ON NASH NASHNASHASHON NASHNASH NASH ASH ASHMon nas ash h Healt alt lthhPrecincttCLAYTONT HIG HIG HIG HIG HIGH HIGH HWAYHWAYHWAYHWAYYINGVA LE SPRING GVALE VALE RDRDH HIGHWA HWAYYNUN NAWA AWAD ADINGDINGSTATIONNBURWO URWO RWOO ODDTally lly ly HoBusine ess ss ParkkHIGH STREETETC CANTER ANTERB ANTERB TERBUR BURY URYURY YVERMONTThe T e GlenGLENWAVERLEYFERNTR NTREE TREE EE GULLYBra and ndo on n P Par arkrkkWELLINGTONGTONROADADDan Dan Da Da Da Da Dan Da Da nd nd nd nd nd nd den den den en en en en en en on on on on on on on on on g g g g g g gBOR RON ONIAOUNTA MO OUNTA OUNTA UNTAIN UNTAINMO MO O UNTAIN UNTAIN UNTAIN UNTAINW WANTIRNACROYDONMAROONDAHONDAHRINGW OODSTU STU STU D D D RD RD RDROA R OADOADDH HWYWYSCORESBYKnox x CityROADROADDROA OADADDROA R OADDStud ud ParkH HIGHWA IGHWAYYKNOXBayswaterBORONIAMountain GateeFERNTREEGULLYYARRA RANGESBELGRAVERIGA LWARRIG IGALALKINGSTONNNEPEA NEPEA NEPEA NEPEANEPEA NEPEA EPEAN EPEAN EPEAN N NNNYTON CLAYTO CLAYTO N RD RDRDWESTALL RDDCHELSEAGVALE ADADSPRING SPRING VALE ROADDMO MM MO M MO M M OR OROR OR OR OR RNING RNING RNING NING NINGTONING NING NINGTO NINGTO TON TON TON N NN N N N PEN PEN PEN PENINS PENINSUPENINS PENINS PENINSU PENINSU SULA SULA SULA ULA ULA ULALA LA LASPRINGVALEEHEATHER EATHERTO TON NNOBLE PARKParkmoreeCHELTENH HELTENHA ELTENHAM M RDRDKEYSBOROUGHGREATERDANDENONGGPatterson R iverWave ver erleyyGarde ensnsnsGREEN EENS ENS S RDDROA R OADDFR FRFRE EEWAYFRFRE FREEWA EEWAYEWAYFREFREEWA FREEWAEEWAYEWAY EWAYYRO RO RO AD ADADCreek Creek CreekCre CreekCreek Creekek ek ekR DSTUD STUD RD RDDANDENONGROWVILLEV EEnd Ende nde eav avo avo our ur ur r HillsHills HilsHAMPTONPARKSTH GIPPSLAND ND D FWYHALLAMAMPR PR INCES INCES HIG HIG HWAYPR PRINC INCES HIG HWAYPRINC PRINC ES ES ES HIGHWA HIGHWA HIGHWA HWAYYCASEYNARREWARRENB BELG BELG ELGRA RAVE RAVE RAVE --Fou unt nta ain in Gat teeHALLAM HALLAM HALLAMHALLAMHALLAM H HALLAM ALLAM ALLAM ALLAMROADROAD ROADOADADADBERWICKSOUTH SOUTH GIPPS GIPPS LA LA ND ND H H IGHWAY IGHWAYSOU SOU S SSOU SOUTH S OUTH OUTH TH G G G GIPPS GIPPSLAN GIPPSLAN GIPPSLAN PSLAND PSLAND PSLAND ND D D D HIGHWA HIGHWA H HIG HIGHWA IGHWAY HWAY HWAY HWAY Y Y YHIGHWA H HIGHWA H H HIGHWA HWAY HWAY HWAY HWAYHWAY HWAYFREEWAYFRAN FRAN FRANK FRANKFRAN FRANK ANKSTO ANKSTO ANKSTO KSTON KSTON KSTONSTON STON STON N - - DAN DAN DAN DAN DAND DAND DAND DENO DENO DENODENO DENO ENON ENON ENON NGGTHOM OM MP PSON SON RDCARRUM DOWNSSEAFORDFRANKSTONCRAN NBO C RANB BOU OUR URNERNENEFRANKSTONNBALLARTO R RD DROADR OADADR ROA R OADADD- - - - CRANBOURNE0NORTH48 kmPrincipal Activ ity CentreSpec ialis ed Activity Centr eMajor Activity CentrePrincipal Public Trans por t Net w orkSmartBus Routes ( not on PPTN)Outer Eastern Public Transport PlanPrincipal Public Transport Network and SmartBus Routes44

STUD STUD STUD RDSTUD STUD STUD RDSTUD STUD RD RD RDSTUD RD RD RD RDArising from the premium bus network concept has been the proposal for a number of‘orbital’ SmartBus routes to operate around Melbourne’s suburbs. Figure 5.5 showsthe orbital route proposals with the red (Warrigal Highway), green (Springvale Road)and yellow (Stud Road) routes all passing through Melbourne’s eastern suburbs.Figure 5.5 – Orbital SmartBus Routes from OEPTPMANNINGHAMThe P PinesDoncaster E EastLILYDALEChirnsideParkHIGHWAYNORTH RDWARRIGALChadstoneOakleighKINGSTONNEPEAN NEPEAN NEPEANNEPEAN NEPEAN NEPEANNEPEAN NEPEAN NEPEANDONCASTERELGAR RDBOX HILLK-Mart PlazaBURWOODEASTCHELSEAWestfieldS hoppingtownEASTERN FWYSPRINGVALE ROADMAROONDAHWHITEHORSEELGAR RDELGAR RDPRINCES PRINCES PRINCESPRINCES PRINCES PRINCESPRINCES PRINCES PRINCESHUNTINGDALESTATIONCLAYTON RDSTATION STDeakinUniversitySTATION STSTATION STMt Mt WaverleyWESTALL RDFor est HillChaseBLACKBURN RDBLACKBURN RDBLACKBURN RDWAVERLEY ROADPinewoodPinewoodMONASHMonash HealthPrecinctCLAYTONMONASH MONASH MONASHMONASH MONASH MONASHMONASH MONASH MONASHHIGHWAY HIGHWAY HIGHWAYHIGHWAY HIGHWAY HIGHWAYHIGHWAY HIGHWAY HIGHWAYSPRINGVALE RDNOBLE PARKParkmoreCHELTENHAM RDKEYSBOROUGHGREATERDANDENONGPatterson RiverHIGHWAYHIGHWAYNUNAWADINGSTATIONBURWOODTally HoBusiness ParkkVERMONTHIGH STREETThe GlenGLENWAVERLEYFERNTREE GULLYBr Br andon Par P ar kWaverleyGar densSPRINGVALEHEATHERTONGREENS RDCANTERBURYCANTERBURYDandenongDandenongDandenongDandenongDandenongDandenongDandenongDandenongDandenongWELLINGTONROADBORONIAROADROADMOUNTAINMOUNTAINMOUNTAINMOUNTAINMOUNTAINMOUNTAINMOUNTAINMOUNTAINMOUNTAINFREEWAY FREEWAY FREEWAYFREEWAY FREEWAY FREEWAY FREEWAY FREEWAY FREEWAYROADRINGWOODROADWANTIRNASCORESBYCreek Creek CreekCreek Creek CreekCreek Creek CreekSTUD RDDANDENONGMAROONDAHHWYHWYKnox CityROADROADStud ParkROADROADSTH GIPPSLAND FWYHIGHWAYKNOXROWVILLEEndeavour HillsHAMPTONPARKSTH GIPPSLAND FWYCROYDONBayswaterBORONIAMountain GateHALLAMPRINCES PRINCES HIGHWAY HIGHWAYCASEYFERNTREEGULLYNARREWARRENYARRA RANGESBELGRAVE --Fountain GateBERWICKBELGRAVEHALLAM HALLAM HALLAM HALLAMHALLAM HALLAM HALLAM HALLAM HALLAMROAD ROAD ROAD ROADROAD ROAD ROAD ROAD ROADMORNINGTON MORNINGTON MORNINGTONMORNINGTON MORNINGTON MORNINGTON PENINSULAPENINSULAPENINSULAPENINSULAPENINSULAPENINSULAMORNINGTON MORNINGTON MORNINGTONPENINSULAPENINSULAPENINSULASOUTH SOUTH SOUTHSOUTH SOUTH SOUTHSOUTH SOUTH SOUTH GIPPSLAND GIPPSLAND GIPPSLANDGIPPSLAND GIPPSLAND GIPPSLANDGIPPSLAND GIPPSLAND GIPPSLAND HIGHWAY HIGHWAY HIGHWAYHIGHWAY HIGHWAY HIGHWAYHIGHWAY HIGHWAY HIGHWAYHIGHWAY HIGHWAY HIGHWAYHIGHWAY HIGHWAY HIGHWAYHIGHWAY HIGHWAY HIGHWAYFREEWAYTHOMPSON RDCARRUM DOWNSFRANKSTON FRANKSTON FRANKSTON FRANKSTON DANDENONGDANDENONGDANDENONGFRANKSTON FRANKSTON FRANKSTON DANDENONGDANDENONGFRANKSTON -FRANKSTON - DANDENONGDANDENONGDANDENONGDANDENONGSEAFORDFRANKSTONCRANBOURNEFRANKSTONBALLARTO RDROADROADROAD- - CRANBOURNE0NORTH48 kmAs can be seen from Figure 5.5 the yellow orbital from Frankston to Doncaster is theorbital route that would directly affect Maroondah.45

Local BusesThe draft recommendations in the Outer Eastern Public Transport Plan proposedextending and upgrading the local bus services over time in the following terms:• temporal coverage - upgrade all services to operate in all time periods includingnights (to 10pm) and weekends• spatial coverage - adjust existing services or introduce new services to providecoverage to those populated areas greater than 400 metres from a bus service,and• fund short extensions where this allows a connection with a major tripdestination• service frequencies - frequencies should be upgraded based on an assessment ofthe economic return of such an investment• as a minimum standard all routes should have a maximum headway of one hour,and• where possible headways for routes in the same area should be standardised• refocus the local network on Principal Activity Centres5.3.2 Current NetworkThere are 21 bus services in Maroondah – 18 suburban, 2 regional and one nightriderservice. These do not include special school buses that are not available to generalpublic.Maroondah bus services mainly radiate from the two public transport hubs ofRingwood and Croydon and generally traverse the main arterial road network. The twohubs have distinct catchments, Ringwood services the western and northern areas ofthe municipality and Croydon services the north east and south east areas. There arethree bus services (366, 367 & 670) connecting the two hubs.Bus services to the north of Maroondah Highway are included in the National Busfranchise area which is operating under a new bus contract arrangement that contains arequirement to provide a bus service within 500 m of 90% of all houses in thefranchise area and flexibility in fare structures.Bus services south of Maroondah Highway are operated by Invicta, McKenzie,Ventura and Mt Dandenong and operate under the old bus contract system, whichspecified routes and fares.This difference in contractual arrangements results in two different systems, withextensive use of local roads north of Maroondah Highway by National Bus and useonly of arterial roads south of Maroondah Highway.NightRider bus services operate between both Bayswater and Croydon to the City ofMelbourne. The Croydon NightRider service operates along Maroondah Highway,Kent Avenue, Coolstore Road, Windsor Road, Lacey Street and Main Street and MtDandenong Road within Maroondah. Stops are located at Ringwood Station, theCroydon Hotel and Croydon Post Office. NightRider services leave the MelbourneCity Square hourly from 12.30 am to 4.30 am on Saturday and Sunday mornings. TheCroydon NightRider service extends to Lilydale.At peak times, bus services in Maroondah are running near capacity carrying asignificant number of passengers who do have a choice of mode – adult workers andstudents over the age of 18.46

Table 5.8 - Bus services in MaroondahBusOperatorNational BusCompanyInvicta BusServicesVentura BusLinesMcKenzie(V/Lineservice)RouteNumber270304306364365366367From To ViaRingwoodStationRingwoodStationRingwood NorthShopping CentreRingwoodStationRingwoodStationRingwoodStationRingwoodStationBox Hill StationTo Melbourne CBDTo Melbourne CBDDoncasterShoppingTownDoncasterShoppingTownCroydon StationCroydon StationMitchamThe Pines ShoppingCentrePark OrchardsThe Pines ShoppingCentreTunstall SquareShopping CentreCroydon HillsMaroondah Hospital664 Croydon Station Knox City Bayswater Station665670RingwoodStationRingwoodStationDandenong StationLilydale StationKnox CityCroydon, ChirnsidePark671 Croydon Station Chirnside Park Croydon North672 Croydon Station Chirnside Park Wonga Park679RingwoodStationChirnside ParkMt. Evelyn688 Croydon Station Olinda Montrose689 Croydon Station Montrose Kilsyth Shops690 Croydon Station Boronia Station Bayswater North737 Croydon Monash UniversityKnox City ShoppingCentre742 Eastland Chadstone Oakleigh StationNightrider Croydon Melbourne Doncaster & Box Hill684 Melbourne Eildon LilydaleV/Line Melbourne Mansfield Yea47

742665GREAT RYRIE STDUBLIN RD367737Figure 5.6 – Bus Services Operating in MaroondahChirnside ParkShopping Centre304 - Melbourne364 - Doncaster Shoppingtown672Chirnside ParkShopping Centre &Lilydale Station671EXETER RDChirnside ParkShopping Centre& Lilydale Station306 - City via Eastern Freeway365 - Doncaster Shoppingtown306WONGA RDPLYMOUTH RD672366YARRA RD671670664Box Hill RailwayStationHEATHERDALE RD270LOUGHNAN RDRINGWOODRINGWOOD STWANTIRNA RD365WARRANDYTE RD366304 - 364MAROONDAH HIGHWAYBEDFORDOBAN RDRDHEATHMONTMT DANDENONG RDRINGWOOD EAST679670367BAYSWATER RDKENT AVCROYDON664EASTFIELD RDCROYDON RD737CANTERBURY RDDORSET RDLINCOLN RDHULL RD688689COLCHESTER RD690690MontroseOlindaLilydale Station &Chirnside ParkShopping CentreLIVERPOOL RDThe Glen ShoppingCentre, OakleighStation &ChadstoneShopping CentreKnox City & DandenongRailway StationKnox CityShopping CentreBoronia RailwayStation, Knox City &Monash UniversityBoronia RailwayStation1000 0 1000 2000 3000SCALE: Metres48

5.3.2.1 Bus Service SpanTables 5.9, 5.10, 5.11 show the length of time each bus service provides to themunicipality on Weekdays, Saturdays and Sundays. Table 5.12 provides a summary ofthat information indicating the number of hours each route provides on these days.Table 5.9 – Bus Service Span on WeekdaysAM Monday to FridayPM Monday to FridayBus Route 1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11270 Ringwood toBox Hill304 Ringwood toCity306 Ringwood Northto City364 Ringwood toDoncaster365 Ringwood toDoncaster366 Ringwood toCroydon367 Ringwood toCroydon664 Croydon to KnoxCity665 Ringwood toDandenong670 Ringwood toLilydale671 Croydon toChirnside Park672 Croydon toChirnside Park679 Ringwood toChirnside Park688 Croydon toOlinda689 Croydon toMontrose690 Croydon toBoronia737 Croydon toMonashUniversity742 Eastland toChadstone684 Melbourne toEildonNightrider City toCroydonMelbourne toMansfield49

Table 5.10 – Bus Service Span on SaturdayAM SaturdayPM SaturdayBus Route 1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11270 Ringwood toBox Hill304 Ringwood toCity306 Ringwood Northto City364 Ringwood toDoncaster365 Ringwood toDoncaster366 Ringwood toCroydon367 Ringwood toCroydon664 Croydon to KnoxCity665 Ringwood toDandenong670 Ringwood toLilydale671 Croydon toChirnside Park672 Croydon toChirnside Park679 Ringwood toChirnside Park688 Croydon toOlinda689 Croydon toMontrose690 Croydon toBoronia737 Croydon toMonashUniversity742 Eastland toChadstone684 Melbourne toEildonNightrider City toCroydonMelbourne toMansfield50

Table 5.11 - Bus Service Span on SundayAM SundayPM SundayBus Route 1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11270 Ringwood toBox Hill304 Ringwood toCity306 Ringwood Northto City364 Ringwood toDoncaster365 Ringwood toDoncaster366 Ringwood toCroydon367 Ringwood toCroydon664 Croydon to KnoxCity665 Ringwood toDandenong670 Ringwood toLilydale671 Croydon toChirnside Park672 Croydon toChirnside Park679 Ringwood toChirnside Park688 Croydon toOlinda689 Croydon toMontrose690 Croydon toBoronia737 Croydon toMonashUniversity742 Eastland toChadstone684 Melbourne toEildonNightrider City toCroydonMelbourne toMansfield51

Table 5.12 – Total Hours of Service Each DayBus Route Weekdays Saturday Sunday270 13.2 11 No Service304 14.3 No Service No Service306 5.3 No Service No Service364 14.2 11 10.8365 12.8 10.8 No Service366 18.2 10.5 11.1367 14.2 10.3 8.4664 15.4 12.2 11665 14.3 10.2 10.9670 14.7 12 10.3671 13.6 3.6 No Service672 12.8 4.4 No Service679 14 4.6 No Service688 15.8 14.5 No Service689 12.6 9.1 No Service690 14.8 11.6 No Service737 14.6 13.7 10.4742 13.8 10.6 No Service684 11.4 5.3 6.8NightRider No Service 5.7 5.7Melbourne toMansfield6.2 6.2 6.1*TOTALS 248.6 Hours 165.8 Hours 78.6 Hours*AVERAGES 13.8 9.7 9.8* Totals and Averages do not include Route 684 (Melbourne to Eildon) and theMelbourne to Mansfield (V/Line) service as these are regional bus lines thatonly provide one or two services a day.Bus services that provide the most service overall to Maroondah are the 364, 366, 367,664, 665, 670 and 737. These are the only services that operate on a Sunday with theexception of the NightRider, route 684 (Melbourne to Eildon) and Melbourne toMansfield services.The bus services that provide a lesser service are the 270, 365, 688, 689, 690 and 742.Although they run relatively long hours on weekdays and for significant periods onSaturday they do not provide any service on a Sunday.Overall, the average hours of service on weekdays are 13.8 hours, 9.7 hours on aSaturday and 9.8 hours on a Sunday.Whilst most weekday services start about 6:00am, Saturday and Sunday bus servicestend to start a little later, usually about 8:00am.On weekdays, 11 of the 18 suburban bus services finish around 8:00pm, 4 finish about9:00pm and 3 finish about midnight. Weekends are a different story. On Saturdays thelatest running bus is the 688 which stops running at 9pm. All the other services on aSaturday stop running before 8pm, 8 of them before 7pm and 3 services stop before52

2pm. Those bus services that run on a Sunday generally start about 8:00am and allservices have finished before 7:00pm.5.3.2.2 Bus Service FrequencyFrequency of bus services vary throughout the day with more frequent services inthe morning and afternoon peak periods. Table 5.13 indicates the service frequencyfor each bus route during the peak and off peak periods.Table 5.13 – Headways of Bus Services in MaroondahRoute270304306306364365366367664665670671672679684688689690737742From - ToRingwood -Box HillRingwood -CityRingwoodNth - CityCity - NthRingwoodRingwood -WarrandyteRingwood -DoncasterRingwood -CroydonRingwood -CroydonCroydon -Knox CityRingwood -DandenongRingwood -LilydaleCroydon -ChirnsideCroydon -Wonga ParkRingwood -ChirnsideParkMelbourne -EildonCroydon -OlindaCroydon -MontroseCroydon -BoroniaCroydon –Monash UniEastland -ChadstoneR - Ringwood, C - CroydonStationServedPeakWeekdaysOff-PeakR 30 30R 30 60- Varies None- Varies NoneR 20 30R 20 30R,C 20 30R,C 20 30C 20 20R 20 30R,C 20 30C 30 60C 30 60R 20 60-SeenotebelowC 30 40C 60 60C 30 30C 20 30- 20 30FirstBus6.21am6:23am6:31am4:57pm7:22am7.00am6.15am6.15am5.55am6.13am6:40am6.55am7.10am6.20am5.52am7.25am5.51am6.14am7.40amLastBus6:37pm10:36pm8:14am6:11pm11:20pm8:35pm11.00pm7.30pm7.52pm7.45pm7.59pm7.25pm6.52pm7.10pm8.08pm6.55pm7:25pm7:50pm6.14pmSaturdayWeekendSunday60 NoneNoneNoneNoneNoneNoneNone60 12060 none50 12050 12020 6060 6040 9090am only90am only60am onlySee notebelowNoneNoneNoneSee notebelow60 none60 None60 None40 6040 NoneNote: Monday/Wednesday/Thursday = 1 service (3.00pm), Tuesday/Friday = 2 services(3.00pm & 6.30pm), Saturday = 1 service (11.45am), Sunday = 1 service (9.45am)53

742665RINGWOOD STWANTIRNA RDGREAT RYRIE STDUBLIN RD367737Overall service frequency is very low, even during peak periods on weekdays.• The most frequent services operate on weekdays during the morning andafternoon peak periods with headways generally between 20 and 30 minutes.• Services that run on the weekends generally have headways of 60 or 90minutes although routes 364, 366 and 367 have headways of 120 minutes onSunday.• The outer-suburban routes run less frequently – for example the 671 fromCroydon to Chirnside Park and 672 from Croydon to Wonga Park run at 30minute headways during peak periods on weekdays and 60 minute headwaysbetween the peaks. These services run at 90 minute headways on Saturdaymornings and do not run on Sundays.5.3.2.3 Coverage of Bus ServicesCoverage of bus services is shown in Figure 5.7 by highlighting the areas that aregreater than 400 m “as the crow flies” from any bus route.Figure 5.7 – Coverage of Maroondah Bus Services672671EXETER RD306WONGA RDPLYMOUTH RD672366YARRA RD671670664HEATHERDALE RD270LOUGHNAN RDRINGWOOD365WARRANDYTE RD366304 - 364MAROONDAH HIGHWAYBEDFORDOBAN RDRD670MT DANDENONG RD367RINGWOOD EAST679HEATHMONT664BAYSWATER RDKENT AVCROYDONEASTFIELD RDCROYDON RD737737CANTERBURY RDDORSET RDLINCOLN RDHULL RD688689COLCHESTER RD690690LIVERPOOL RD1000 0 1000 2000 3000SCALE: MetresAREAS OF THE MUNICIPALITY GREATER THAN 400METRES FROM A BUS SERVICE54

5.3.2.4 PatronageBus service operators provided information on bus patronage in Maroondah. Invictaprovided yearly figures split into concession and full-fare. Ventura provided dailyfigures (weekday) for both the Ventura routes and the National Bus routes. Theweekly and yearly figures in Table 5.14 and Table 5.15 have been calculated toprovide a comparison with the Invicta figures.Ventura Bus Lines were unable to provide figures on the numbers of concession andfull-fare passengers for the National and Ventura bus services.Table 5.14 – Yearly Patronage for Invicta Routes in Maroondah 2004Route Concession Full Fare Total664 495,071 92,449 587,520665 714,204 202,970 917,174670 481,740 83,298 565,038671 36,252 3,258 39,510682 41,345 5,088 46,433679 352,235 70,977 423,212Total 2,120,847 458,040 2,578,887Figures courtesy of Invicta Bus ServiceTable 5.15 – Yearly Patronage for National Routes in Maroondah 2004Route Per Day Per Week Per Year367 660 3,500 140,000366 990 5,300 245,000365 600 3,100 145,400364 700 3,800 176,000306 350 1,700 79,000304 1,600 8,300 378,000270 920 4,800 230,000Total 5,820 30,500 1,393,400Figures Courtesy of Ventura Bus LinesTable 5.16 – Yearly Patronage for Ventura Routes in Maroondah 2004Route Per Day Per Week Per Year737 2,130 14,900 778,500690 480 3,370 175,200688 605 4,230 220,000742 1,400 9,780 509,500NightRider 57 400 21,000Total 4,672 32,680 1,704,200Figures Courtesy of Ventura Bus LinesThe highest patronised service was the 737 that runs from Croydon to MonashUniversity carrying 778,500 passengers in 2004. This service has a service span of55

14.6 hours on weekdays and 13.7 hours on a Saturday and 10.4 hours on a Sunday.On weekdays, its service frequency is 20 minutes during peak periods and a 30minute headway off peak. During the weekend the headways are 40 minutes onSaturday and 60 minutes on Sunday.The service with the lowest patronage is the 671 from Croydon to Chirnside Parkcarrying 39,510 passengers each year. This service has a moderate service span of13.6 hours during weekdays but only runs for 3.6 hours on a Saturday and not at allon a Sunday. Its frequency is also quite low running at a headway of 30 minutesduring weekday peak periods, 60 minutes off peak and 90 minutes on Saturday.Bus operators would like to expand the frequency of their bus services and hours ofoperation but are dependent on Government funding to make this possible.Frequency of the 665 - Ringwood to Dandenong route is to be upgraded toSmartBus standards with funding being allocated so that expanded service couldcommence in 2008.In Maroondah, off peak and weekend services are not well patronised. Moreoverpatronage is declining. According to some bus operators, increasing services duringthese times has not resulted in significant increases of patronage.Future plans proposed for the Ringwood area include Council advocacy for theinstallation of bus express lanes on the Mitcham to Frankston Freeway (Eastlink)and an associated Park and Ride close to the Heatherdale Rail Station.5.3.3 Issues5.3.3.1 Ringwood Bus InterchangeBus facilities at Ringwood are particularly poor, with three major bus stops atRingwood railway station, Eastland and Ringwood Market having difficultcirculation, lack of effective co-ordination, sub-standard driver facilities and poorstandard pedestrian access crossing major arterial roads causing extensive delays.Given the poor standard of facilities, passenger volumes generated and the futurerole of Ringwood as a Transit City, investment in a high standard modal interchangeis essential, for integrating transport and urban planning of the shopping andcommercial complex, rail station and modal interchange.The bus interchange at Ringwood still suffers from the lack of appropriate busaccess which is highlighted during the morning and afternoon peak periods.Circulation of buses within the Ringwood Activity Centre is difficult and the roadsand traffic signals lack any form of bus priority treatments.Bus access along routes leading to the Ringwood and Croydon public transport hubsis restricted especially at peak times. The most critical links where busesexperience delay include;• Wantirna Road;• Great Ryrie Street;• Bedford Road between Great Ryrie Street and Warrandyte Road;• Warrandyte Road or Ringwood Street; and• Croydon Road; and• Exit manoeuvres from indented bus bays in Maroondah Highway.56

5.3.3.2 PPTN PlanningThe current planning for the Principal Public Transport Network (PPTN) isinadequate in the outer east. Bus service (route 670) along Maroondah Highwayneeds to have its hours of service extended and increased frequency. This serviceconnects the activity centres of Ringwood, Croydon, Lilydale and Chirnside Parkand provide bus services to a significant number of residents that live beyondwalking distance to the rail network..Similarly bus route 679 along Canterbury Road requires increased hours of serviceand frequency as this service connects the Ringwood and Lilydale activity centresand the residential areas Heathmont, Mount Evelyn and Montrose including areasthat are beyond walking distance to the rail network.Bus service, route 364, serving the north of Maroondah from Ringwood Stationneeds weekend bus service hours of operation and frequency to be increased due tothe extent of residential growth in the areas of Ringwood North, Warranwood andWarrandyte. All of these areas are beyond walking distance to the rail network.5.3.3.3 Span of Operating HoursMost weekday services begin around 6am with the exception of the 270, 306, 672and 689 services that begin about 6:30am.Train services commence as early as 4:45am on weekdays so people wishing tocatch trains before 6:00am cannot access rail stations by bus and have to makealternative travel arrangements.Train services continue until around midnight on weekdays and yet only eight of theeighteen suburban bus services operate after 8:00pm and three of these finish before9:00pm and a further two finish soon after 9:00pm. Generally commuters that worklate on weekdays, or rail patrons having an evening out, have limited opportunitiesto use the bus services if they arrive at the station after 8:00pm.Late night and weekend trading are now very much part of normal suburban life anddevelopment of Ringwood as a transit city will extend the hours of retail and streetactivity.Successful transit cities in the United States have a common feature of vigorous andvibrant street activity for up to 18 hours per day. The ability to make the streetsattractive and appealing relies on:• Reducing the impact of motor vehicles – “making the streets behave”• Improving and enhancing street walkability• Ensuring safe, reliable and frequent access to the area by public transportTo achieve the goal of reduced dependency on the private motor car and to cater forextended hours of recreational and retail activity within the community will requirea planned and systematic increase in the span of bus operational hours.5.3.3.4 Frequency of ServiceCurrent weekday bus peak period services run with headways of between 20 and 30minutes. However weekday peak period train services run with headways of about10 minutes at Heathmont and Croydon Stations and about 5 minute headways atRingwood Station. Coordination of timetables between buses and trains is difficult,but coordination between modes becomes less important as the frequency ofservices is increased.57

To grow patronage and provide viable transport alternatives, waiting times attransport interchanges must be reduced. Bus headways of 15 minutes during peakperiods means a maximum wait of 15 minutes for a train to bus connection or bus tobus connection.Off peak weekday bus services that run at 30 minute headways would match the railheadways at Croydon and Heathmont Stations. To reduce waiting times for publictransport connections where bus headways are 30 minutes or greater there is a needto coordinate bus and rail timetables particularly for the train to bus connections.5.3.3.5 Reliability of BusesReliability of bus services, that is the ability to maintain advertised time tables, isaffected by peak hour traffic and congestion of sections of the arterial road networkduring peak periods.During peak periods, heavy traffic on the arterial road network can create delays forbuses trying to re-enter the traffic stream at bus stops and at major intersections.Installation of bus lanes on the more heavily trafficked sections of road and buspriority treatments at major intersections would assist bus companies to maintainreliability in meeting scheduled timetables.5.3.3.6 Safety and accessibilitySome sections of the arterial road network with bus routes lack a constructed roadshoulder which can make boarding a bus difficult for people with disabilities. Someof these road sections also lack formal footpaths, which can increase the difficultiesfor people wishing to access bus stops.There are in excess of 450 bus stops in Maroondah and about 150 bus shelterswhich provide some weather protection and seating for bus patrons. Funding for theinstallation of nearly all of the existing bus shelters has come from Council with asubsidy (usually about 15-20% of the cost) from the Department of Infrastructure.Few, if any, of the existing bus shelters in Maroondah would comply with DDArequirements for accessibility. A program to upgrade all existing shelters to DDAcompliance would cost in excess of $3M. Responsibility for the upgrade program isnow a matter for debate with the State Government clearly indicating in the“Linking Melbourne – Metropolitan Transport Plan” that they considerresponsibility for bus shelters rests with Local Government.In the past, Local Government has accepted responsibility for a major share of thecost of installing new bus shelters and the ongoing shelter maintenance. Howeverfrom views expressed at ERITG meetings, Councils in the Eastern Region ofMelbourne have indicated that they are both unwilling and unable to accept theliability of upgrading existing bus shelters to DDA compliance.Until this issue is resolved to the satisfaction of both Local Government and theState Government, Councils are generally becoming reluctant to be financiallyinvolved in installation of new bus shelters.5.3.3.7 Information and marketingTime table information on all bus and train services in Maroondah is currentlyavailable on the internet. Unfortunately this information is not particularly “userfriendly” and it is difficult access information on the most appropriate bus service(s)to use for a particular trip.58

Workshops on transport issues have shown that the community is very cardependent and to a large degree unaware of:• Bus services available and bus time tables• How to access information on bus services• Public transport fares, particularly across modes and zone boundariesTo change cultural behaviour from a dependence on the private motor car to analternative mode of transport it is vital that the community has ready access toreliable, “easy to read” information on the services available.Local Government has a role in disseminating this information to their communitybut the format and content of the information should be generated by publictransport providers and the State Government. Presentation of information needs tobe in a uniform format across the whole Melbourne metropolitan area.5.3.4 Future ActionWith respect to PPTN route planning Council is to advocate for bus routes 670, 679,and 364 to be included within the PPTN, allowing for these services to be upgraded topremium (SmartBus) standards.In conjunction with bus operators develop a priority list of bus routes that should havetheir span of operating hours increased. Factors affecting priority ranking to include:• Future planned development• Current and anticipated future bus patronage• Identification of routes servicing areas with high public transport needsIn conjunction with ERITG develop regional advocacy programs to highlight to theState Government the need to allocate funds to the recurrent Public Transport budget toenable a planned systematic increase in the span of bus operation hours and thefrequency of bus services.Develop advocacy programs aimed at achieving:• Peak period bus headways of 15 minute particularly for buses servicing railstations.• Off peak, Saturday and Sunday bus headways of 30 minutes• Coordination of train and bus timetables where bus headways are 30 minutes orgreater, particularly for train to bus connectionsDevelop a schedule for the development and implementation of bus priority treatmentson heavily trafficked sections of the arterial road network. As previously indicated inSection 5.1.3.1, sections of the state arterial road network that should be considered forbus priority treatments include:• Maroondah Highway from Heatherdale Road to Kalinda Road• Wantirna Road from Maroondah Highway to Dandenong Creek• Warrandyte Road from Mullum Mullum Road to Oban Road• Bayswater Road from Canterbury Road to Mt Dandenong Road• Mt Dandenong Road from Dorset Road to Main Street, Croydon• Canterbury Road from Wantirna Road to Dorset RoadDevelop a prioritised program for construction of road shoulders and associated roadworks to ensure ease of access to buses from existing bus stops and shelters.59

Develop a prioritised program for the construction of sections of footpath providingaccess to bus stops and bus shelters.Actively engage with the MAV and DoI to develop a policy/strategy for upgradingexisting bus shelters to DDA compliance, ensuring the responsibility for the funding ofthis work is with the State Government.Develop a Council policy on the commercialisation of new bus shelters.Work with bus operators and DoI to develop a prioritised program for the provision ofnew bus shelters and associated infrastructure.In conjunction with bus operators and DoI develop bus time tables and routeinformation packages that can be promoted through existing Council communityinformation channels.60

5.4 Bicycle5.4.1 Strategic OverviewCycling is often overlooked as a legitimate form of transport, and is often consideredjust as a recreational pursuit. There are significant social, economic and environmentalbenefits to the community in considering the bicycle as an integral part of the transportnetwork.Cycling provides physical exercise, contributes little to greenhouse gases and requiresfar cheaper infrastructure than motor vehicles. The benefits that can be achieved by ahigher rate of bicycle usage have been recognised and embraced by the VictorianGovernment in the “Melbourne 2030 Strategy”Council adopted the Maroondah Bicycle Strategy in October 2004 and this documentarticulates strategies and action plans to promote cycling in Maroondah. Thesestrategies and action plans have been grouped into the following four areas:1. Off-Road Bicycle Paths2. On-Road Bicycle Routes3. Education Promotion & Enforcement4. Implementation and MonitoringMost of Maroondah has a terrain which is conducive to cycling and approximately0.6% of all trips made within Maroondah are by bicycle whereas 81.6% of trips aremade by motor car.To increase the use of bicycles as a legitimate alternative transport mode it will benecessary to develop programs that:• highlight the benefits of cycling• address deficiencies in the bicycle network and,• address some of the negative perceptions of cyclingTable 5.17 – Advantages and Disadvantages of Cycling.AdvantagesSocialEconomicEnvironmentalDetails• Form of transport available to most of thecommunity.• Provides a means of access to community facilitiesand activities for those without access to a car.• Extensive network of off-road paths allow a safe,healthy form of recreation and a means to exploreand enjoy public open spaces.• Provides a low cost form of transport for short tripsto shops, schools, other facilities or commuting.• Low cost connection to public transport nodes.• Lower costs to own, operate and maintain a bicyclecompared to a motor car.• Lower cost infrastructure required for bicycles.• Almost no greenhouse gas emissions.• Reduction in congestion due to fewer car trips.• No noise pollution61

Disadvantages DetailsSafety• Perception that on-road cycling is hazardous due tointeraction with motor cars or poor maintenance ofroad pavement.ConvenienceHealth• Reduced cognitive abilities increases the risk forchildren under 12.• Cycling task more difficult in adverse weatherconditions of strong wind or heavy rain.• End of trip facilities (change rooms and showers)rarely available.• Secure parking and storage for helmet and ridingequipment not always available.• Difficult to carry purchased goods or equipment.• On-road cycling involves riding in environmentpolluted by car exhaust.• Need to have basic level of fitness to undertakecycling task.5.4.2 Current NetworkThere are two types of bicycle networks relevant to metropolitan Melbourne.:• Principal Bicycle Network (PBN)• Municipal Bicycle Network (MBN)The PBN provides interconnected “through routes” having a high level of serviceacross metropolitan Melbourne. It comprises approximately 2000km of on-roadfacilities, mostly on main roads, and more than 1000km of off-road paths along majorcreeks and waterways and within freeway reservations.The PBN is managed by VicRoads and Council can apply to VicRoads for funding toconstruct facilities shown on the PBN.62

Figure 5.8 – Current Principal Bicycle NetworkThe MBN comprises on-road and off-road bicycle facilities that provide for people totravel by bicycle within their communityAlthough there is only one road with marked bicycle lanes in Maroondah, (HeatherdaleRoad) there are more than 28 kilometres of off-road shared use paths. The extent of theshared path network has remained static over the last few years although theMaroondah Bicycle Strategy provides details of proposed extensions to the off-roadnetwork.Figure 5.9 shows the existing and proposed Maroondah Bicycle Network includingboth on-road and off-road bicycle routes. The Maroondah Bicycle Strategy details thepriority for provision of bicycle facilities.63

RINGWOOD STGREAT RYRIE STDUBLIN RDFigure 5.9 - Maroondah Bicycle NetworkEXETER RDYARRA RDWONGA RDPLYMOUTH RDCROYDON RDLINCOLN RDLOUGHNAN RDWARRANDYTE RDOBAN RDMAROONDAH HIGHWAYMT DANDENONG RDKENT AVCROYDONDORSET RDHULL RDRINGWOODBEDFORDRDRINGWOOD EASTBAYSWATER RDEASTFIELD RDCOLCHESTER RDWANTIRNA RDHEATHERDALE RDHEATHMONTCANTERBURY RDLIVERPOOL RD1000 0 1000 2000 3000LEGENDRail StationsRailway LineProposed On-Road Bicycle LanesSCALE: MetresExisting On-Road Bicycle LanesShared Footway/Bicycle PathProposed Shared Footway/Bicycle PathRoad Links to Shared Footways/Bicycle PathsShared Footway/Bicycle Path in Adjacent MunicipalitiesMunicipal BoundaryPrimary SchoolSecondary College5.4.3 IssuesCyclist characteristics vary by their age, ability, experience and their purpose forcycling. The purpose of a cycling trip influences characteristics such as cycling speed,distance and preferred route environment.Generally cyclists can be placed into one of three broad groups:• Commuter Cyclists• Neighbourhood/Recreational Cyclists• School CyclistsTo raise the profile of cycling and increase its use as a transport option, Council willneed to develop programs that focus on the needs of each of the cyclist groups.64

5.4.3.1 Commuter CyclistsCommuter cyclists require a direct route between destinations and these cycliststypically have a high level of cycling ability, travel at relatively high speeds andtravel via the arterial road network.Currently there are few on-road facilities for cyclists in Maroondah and there willneed to be a significant increase in the provision of bicycle lanes and wide kerbsidelanes to improve safety and comfort for commuter cyclists.To provide a safe and comfortable on-road cycling environment the followingaspects need to be considered:• Good riding surface• Signalised intersections at major road crossings• A clearly designated portion of the road pavement for cyclists• Good street lighting• A program of continual safety audits that identifies hazards and potentialimprovements to the networkInstallation of on-road bicycle facilities can be programmed with roadreconstruction or pavement maintenance works. During the concept and designphases of all road works, the project should be assessed to determine bicyclenetwork requirements. Design standards for on-road bicycle facilities are detailed inAustroads “Guide to Engineering Practice Part 14 – Bicycles” with furtherinformation contained in VicRoads “Cycle Notes”.Some of the arterial roads used by commuter cyclists are listed on the PBN andbicycle facilities on these roads are funded by VicRoads.Table 5.18 - Arterial Road Projects Listed on the PBN.LocationCanterbury Rd from Heatherdale Rd toLiverpool RdHeatherdale Road from MaroondahHighway to Central AvenueMaroondah Highway from HeatherdaleRd to Wantirna RdMaroondah Highway from MtDandenong Rd to eastern municipalboundaryWantirna Rd from Dandenong Creek toMaroondah HighwayRingwood St from Maroondah Highwayto Loughnan RdLoughnan Rd/Warrandyte Rd fromRingwood St to western municipalboundaryMt Dandenong Rd from MaroondahHighway to Colchester RdDescriptionOn-road bicycle lanes and widekerbside lanesOn-road bicycle lanesOn-road bicycle lanesOn-road bicycle lanesWide kerbside lanesWide kerbside lanesWide kerbside lanesOn-road bicycle lanes65

Dorset Rd from Dandenong Creek to MtDandenong RdDorset Rd from Mt Dandenong Rd toMaroondah HighwayOn-road bicycle lanesWide kerbside lanesCommuter cyclists rely on secure parking and storage facilities at “end of journey”destination points. Few businesses in Maroondah currently provide change rooms,showers or secure bicycle parking and storage facilities for employees that chooseto ride to work.In 2004 the Victorian Government amended the Victorian Planning Provisions toensure that end of journey facilities are considered as part of the planningapplication process when assessing new developments or extensive redevelopmentworks. However additional work is required to develop policies that addressexisting structures.Currently all railway stations in Maroondah have some form of bicycle parkinginstalled for dual mode commuters. Table 5.19 shows the number of lockers andbicycle stands provided.Table 5.19 - Bicycle Lockers at Railway StationsStation Bicycle Lockers Bicycle StandsRingwood 8 5Ringwood East 0 5Croydon 4 5Heathmont 0 55.4.3.2 Neighbourhood/Recreational CyclistsNeighbourhood/recreational cyclists have very different characteristics to commutercyclists. Directness, speed and end of destination facilities are not as important tothese cyclists. Aspects such as scenery, ease of cycling task and absence of trafficare more important. Recreational cycling trips often involve families who have wideranges of cycling ability.Neighbourhood/recreational cyclists are more likely to prefer to use the off-roadshared path network and low trafficked local roads. Good connectivity betweenthese networks is necessary to enable these cyclists to access local shops andrecreation facilities. Aspects to be considered when designing these networksinclude good riding surface, flatter gradients, personal safety and low motor vehiclevolumes.Off-road network improvements for cyclist personal safety include:• Adequate sight distance• Careful selection of vegetation planted adjacent to the path• Paths to direct cyclists to safe road crossing points• Safety fencing to reinforce safe crossing pointsMany short trips to shops, local work, schools and recreation facilities are currentlyundertaken by private motor car and if residents can be encouraged to consider66

icycles as a viable alternative for these trips then there is considerable potential toreduce private motor car use for short trips.Information signs and readily available maps that detail various bike routes,distances to common destinations and locations of facilities such as water taps andtoilets are important as they can help to effectively promote and encourage bicycleuse.Neighbourhood/recreational cyclists often require secure, easy to use bicycleparking at shopping centres and community facilities such as libraries, aquaticcentres, recreation centres and sports grounds.Existing bicycle parking facilities provided at shopping centres and communityfacilities in Maroondah are rarely used which indicates the parking racks are eitherunsuitable or poorly located. This is further highlighted at locations where bicyclesare frequently left leaning against shop windows or street furniture rather than beingplaced in nearby bicycle parking racks.Austroads “Guide to Engineering Practice Part 14 – Bicycles” provides detailedinformation on appropriate types of parking facilities as well as recommendationson parking locations. In addition “The bicycle parking handbook” produced byBicycle Victoria, provides useful and up-to-date information.5.4.3.3 School CyclistsThis group of cyclists generally have a low level of ability, posses little knowledgeof the road traffic and are particularly vulnerable to accidents. As with pedestriansof this age, their behaviour tends to be unpredictable and they often over-estimatetheir ability to manoeuvre between traffic.Similarly to the neighbourhood/recreational cyclists, school cyclists would prefer touse the off-road shared path network and low trafficked local roads. Goodconnectivity between these networks would improve safety and help encourage useof the bicycles for trips to school.On school days between the hours of 8:30 – 9:00am and 3:00 – 4:00pm there arelarge volumes of traffic generated on roads around schools. The saturated trafficconditions significantly reduce the amenity of the local area as well as creating ahazardous environment for pedestrians.Encouraging bicycle use for short trips to school would reduce traffic volumesaround schools and would not only have health benefits for students but would alsoimprove safety and amenity of the school environment.5.4.4 Future ActionImplementation of the action plans and strategies detailed in the Maroondah BicycleStrategy will provide a comprehensive bicycle network with associated facilities aswell as develop programs that will encourage increased use of the bicycle as alegitimate form of transport.The Maroondah Bicycle Strategy outlines detailed action plans and strategies for allthe issues discussed. The action plans cover the following five key areas:• Off-Road Bicycle Network• On-Road Bicycle Routes• Education and Promotion• Enforcement, and• Implementation and Monitoring67

5.5 Walking5.5.1 Strategic OverviewWalking is the most basic form of community transport. There are health benefits inwalking and increased opportunities for social interaction. Walking is an ideal mode oftransport for short trips to shops, work, bus stops, school as well as a recreationalactivity. Nearly all transport trips start and end with walking.Maroondah is a municipality well suited to walking as many roads have constructedconcrete footpaths and there are formal pedestrian crossings at most major roadcrossings. The terrain is mainly gently undulating and most homes are within easywalking distance of shops, schools and a range of community facilities. The sharedpath network generally gives a safe environment for recreational trips as well asproviding off-road links to many pedestrian destinations.5.5.2 Current NetworkThere are about 530km of roads within Maroondah, 250km with a footpath on bothsides, 120km with a footpath on one side and 160km with no footpaths.Even though most of the roads in the municipality have at least one footpath, there arestill significant areas with no footpaths.5.5.3 IssuesIn areas with no footpaths, pedestrians must walk either on the roadway or along thenature strip. When the roads in these areas were originally constructed, vehiclevolumes and speeds were relatively low and sharing the road pavement with motorvehicles was a reasonably safe and economic proposition.Today however, on most streets in Maroondah, the speed and volume of motorvehicles pose a significant risk for pedestrians walking along the roadway pavement.Pedestrians are being forced to walk on rough earthen tracks along the nature stripswhich are often difficult to negotiate and in some cases next to impossible for elderlypeople or people with a mobility issues.Future predictions about an aging population could mean that roads with no footpathswill become a barrier for people wishing to access local shops, facilities and publictransport as the alternatives of either walking on the roadway or on a rough informalpath presents an unacceptable risk.In the five year period from 1/7/1999 to 30/6/2004 there were five pedestrians killed onroads in Maroondah. During the same period there were 63 pedestrians seriouslyinjured and a further 75 that suffered minor injuries.Extensions to the local footpath network are generally funded by special chargeschemes in which people who derive benefit from construction of a new path (usuallyabutting property owners) pay for the works. Footpaths constructed along arterial roadshave had half their costs met by Council with the abutting property ownerscontributing the rest.In the past, difficulties have been experienced implementing new footpath schemes inlocal streets, as residents tend to object to footpath construction if they have to pay forthe works.Pedestrian demands are high in regional and district community centres such asRingwood Activity Centre and Croydon Town Centre. If these areas are to fulfil their68

economic potential the streets must be strongly pedestrian orientated with motor carmovements, within the centres, being of secondary importance.The improvement of pedestrian facilities in areas of high demand and their integrationwith land developments and transport modes, particularly public transport systems andtaxis, needs to be addressed in a system wide planned manner rather than in isolation.Safety and amenity concerns for pedestrians include:• Level of street lighting in many local road and some arterial roads• Lack of tactile tiling at some major road crossings• Lack of seating in high pedestrian demand areas• Lack of clearly defined crossing areas on some roads• Speed of vehicles• Overhanging branches and foliage from private properties• Unrestrained dogs outside properties• Behaviour of some cyclists on footpaths• The extent of trip and fall hazards on many existing footpathsWith few exceptions, Council is responsible for the regular auditing and maintenanceof nearly all Maroondah’s footpath network. Maintenance work is funded fromCouncil’s rolling three year program Capital Works program. Projects funded from theCapital Works program require detailed justification information underlying theirfunding submissions as funds are limited and competition for funding is very strong.5.5.4 Future ActionDevelop a pedestrian strategy for Maroondah that includes the following aims:• Identifying issues that discourage residents from walking• Identifying missing links in the footpath network and prioritising new footpathwork• Developing a policy on warrants for footpath construction• Developing a policy on contributions to special charge footpath schemesDevelop mobility plans for the Ringwood Activity Centre and Croydon Town Centrewith pedestrian orientated streets that focus on:• Disability Discrimination Act compliance• Safe road crossings• Safe vehicular traffic speed limits• Clear signage• Direct pedestrian links to public transport• Provision of pedestrian facilities including seating and toiletsExpand regular audit checks on the road footpath and shared path network to includenot only path surface condition but to also report on issues that affect amenity andsafety of pedestrians. Issues that include:• Overhanging branches• Lighting on the shared path network and infrequently used isolated paths69

• Personal safety landscaping in public open space to minimise concealmentopportunities and maximise natural surveillance• Sight distance at intersections and bends• Removal of inappropriate barriers, fencing and bollardsDevelop programs that encourage walking by promoting the health, environmental andeconomic benefits that can be achieved by walking many short trips rather than usingthe motor car.Raise the profile of walking by advocating for and supporting education programs suchas the Walking School Bus, TravelSmart and Green Travel Plans.70

5.6 Community Transport5.6.1 Strategic OverviewPublic transport has two principal categories:1. Mass transit, moving large numbers of people very rapidly.2. Social transit, to cater for all other transport trips and help to avoid socialisolation of the community.Community transport falls into the second category of public transport and is atransport service that is usually provided by Council to:• Provide transport for “Home & Community Care” (HACC) eligible members ofthe community who find it difficult to access the general public transportnetwork, and• Provide transport for groups that are servicing disadvantaged residents.The main objectives of community transport include improving the effectiveness ofnon-profit groups servicing disadvantaged residents and to help reduce the level ofsocial isolation experienced by transport disadvantaged members of the community.Transport disadvantaged members of the community include:• Frail and elderly• Disabled• Youth, and• Community benefit groups.Community transport services are often operated by volunteer drivers. In some casesState Government funding is available for provision of transport services to HACCeligible members of the community.5.6.2 Current NetworkCouncil has one twenty-two seater bus (managed by the Kerrabee Club for theirprograms) and two eleven seat buses (one that is permanently booked during the weekfor Council-run programs).Groups who wish to use a Council bus on a regular basis can book up to three monthsin advance. To ensure the bus is available to the community on an equitable basis thebus is made available in the following order of priority:• Council use• Non-profit organisations providing transport services to eligible communitygroups• Profit-based organisations providing transport services to eligible communitygroups• Casual usersWithin the above categories, priority is given in the following order:• Council use (priority over all other users)• Frail and elderly services• Disabled71

• Youth services• Community benefit groups• Casual useUsers of the service are required to pay a fee based on the number of kilometrestravelled in addition to the quantity of fuel used.Council pays for the capital cost of the buses, insurance, registration and ongoingmaintenance.5.6.3 IssuesDue to a shortage of quality, accessible and demand responsive public transport fordisadvantaged members of the community, some individuals and community groupshave looked to Local Government to provide an extended range of communitytransport services including:• Driver training• Provision of specialist drivers for people with disabilities• Increased fleet of community transport vehicles• Detailed planning for the provision of demand responsive transport services foran ageing populationWhilst Maroondah Council recognises the importance of accessible, affordable andreliable public transport systems and advocates for its implementation, it is importantto note that Council is neither a provider nor funder of public transport.Without provision of a demand responsive, or route based community bus networkaccessible to the whole community, the existing community transport services onlycaters for a very small proportion of Maroondah’s residents.Loss of mobility for the elderly, frail or disabled members of the community can resultin very poor quality of life where people are confined to their homes and suffer thedebilitating affects of social isolation.Current Council-run community transport services do provide a demand responsivetransport service for the most severely transport disadvantaged members of thecommunity however there are many elderly or disabled residents in Maroondah whoare not HACC eligible and, through no fault of their own, have extreme difficulty inaccessing the regular public transport network.An affordable, demand responsive, accessible specialist public transport networkwould be invaluable in providing transport disadvantaged residents a degree ofindividual independence and autonomy.Provision of this specialist public transport network would need to be funded by theSate Government, although Council could have a partnership role in coordinatingcustomers and the transport service5.6.4 Future ActionAssess the need for a demand responsive specialist public transport network in terms ofnumbers of customers, standards of quality service provision, extent of connecting tripsand growth over time.In conjunction with the Eastern Region Integrated Transport Group, transport accessnetworks, disability groups and bus companies develop a submission for StateGovernment funding to provide a specialist public transport network. In partnership72

with the relevant stakeholder groups advocate for the implementation of an affordablespecialist demand responsive public transport network.5.7 TaxiTaxis are an important transport mode for local journeys, particularly at night afterregular bus services have ceased. Taxis are also used by shoppers, and may becombined with bus or train journeys for shopping or business visits where the travellermay make return journeys by taxi (to carry parcels or other items).Taxi ranks are best located close to major trip generators such as railway stations andshopping centres. A high standard of approach and departure routes are important fortaxi operations. Level, clear and well lit pedestrian access paths are important for taxiusers. In addition, taxi ranks need to be located in areas where the safety of taxidrivers and their passengers can be assured. Areas with good levels of lighting andhigh levels of activity are desirable.Taxi rank space should be such as to minimise conflicts between queuing taxis andother traffic. Where space is constrained, off-site taxi feeder ranks can be establishedprovided they have good communication with the main passenger pick up rank.Major taxi ranks within Maroondah City are located at Ringwood Station, CroydonStation, and Eastland Shopping Centre.73

6 Transport Issues and ResponsesTo facilitate community input into the development of the Maroondah IntegratedTransport Strategy two community workshops were held in April 2005. The firstworkshop was held on Wednesday 27 th April at the Croydon Civic Centre and thesecond workshop held on Thursday 28 th April at the Ringwood Civic Centre. Theworkshops were facilitated by transport consultants Sinclair Knight Merz, and fullworkshop report is shown in Appendix 8.1.Advertisements were placed in both local newspapers inviting members of thecommunity to attend the workshops and to also lodge submissions with Council aboutany transport issues they wished to be considered. A total of 14 submissions werereceived from the community and the following provides a summary of the key pointsfor each transport mode.6.1 Rail• Extended hours of operation and the frequency for rail transport servicesparticularly during the between peak times• Third rail line between Ringwood and Box Hill• Cleaner trains• Duplication of rail line between Mooroolbark and Lilydale• Improved pedestrian facilities across Maroondah Highway at Ringwood Station• Real time information displays inside Eastland• More frequent weekday off-peak trains at Croydon Station• Improved shelters on the Ringwood and Croydon railway stations• Third rail line between Ringwood and Box Hill• Duplication of rail line between Mooroolbark and Lilydale• Council to lobby the State Government to release to the public the feasibilitystudy into third railway track between Ringwood and Box Hill• Council to lobby the State Government to extend the “Sunday Saver” Metcard topublic holidays• A request for Council to lobby the State Government for the installation of newplatform shelters at the Mooroolbark Railway Station• Painting of train track crossings to highlight path edges for pedestrians andpeople in wheelchairs• Manning of all rail stations to improve safety and confidence for vulnerable railpatrons• Access to timetable information in alternate formats• Absence of tactile ground surface indicators (TGSI’s) to warn pedestrians of theplatform edge• Lack of onboard announcements and incorrect information• Directional lines (tiles) at Melbourne Central are good• For vision impaired patrons the most important assistance required is reliable onboard announcements74

• Travellers Aid, Spencer Street is excellent• Ringwood station barriers and clutter on platform three and entrance. Wholelayout of platform three is difficult, lots of pylons• The trains during the week are very good, however crowded during peak timesTrains on the weekends can be extremely crowded• Announcements on trains are so poor that I have ended up at the wrong stationfour times in two months. On board announcements are either absent orinaccurate• The audible (push button activated) timetable information provided on platformsis very helpful• Wide barriers sometimes are not manned, especially at Flinders Street Station• The pedestrian approach to the level crossing at Bedford Road has poor drainageand is flooded in winter and in some places there is no concrete footpath at all• I only feel safe crossing a level crossing where there is an audible signal. Itherefore do not use a crossing nearby which would be useful to access a nearbyparkland• Croydon train station needs tactile markers along the platforms so theblind/vision impaired can feel the end of the platform with their canes6.2 Bus• Extended hours of operation and the frequency for bus services• Air conditioned buses on route 670• Real time information displays inside Eastland• Introduction of Sunday and public holiday services for bus route 670• Late evening services on the 670 bus route• Express bus services on EastLink• A bus stop on the southern side of the Ringwood Railway Station, near thepedestrian overpass, for the Dandenong to Ringwood leg of bus route 665• Advocacy for introduction of Saturday and Sunday services on bus route 665• Council to lobby the State Government for an upgrade of the Mooroolbark busterminal including footpath widening and new bus shelters• Introduction of free shuttle bus services in and around the Ringwood DistrictCentre• The need for an advertising campaign to promote and inform the public of theintroduction of any new or improved bus services• Lack of a bus service along Mt Dandenong Road between Dublin Road andMaroondah Highway• Introduction of a courtesy bus that does not follow regular bus routes• Extended hours of operation for bus route 679, Ringwood to Chirnside Park viaCanterbury Road• Painting and corporate signage of buses to identify companies and routes• Access to timetable information in alternate formats for people with impairedvision75

• Many existing transport information signs have poor contrast and inappropriatelysized font• Lack of footpaths to bus stops creating accessibility difficulties particularly forpeople with mobility issues• The requirement to hail a bus before it will stop. Hailing the correct bus,particularly when there are multiple bus lines passing through the same stop isimpossible for people who cannot see the bus coming or hear it above the trafficnoise• Bedford Road (near Wilana Street) bus stop pole on footpath, in line of travel• Connectivity between buses and trains are poor, causing one to wait up to threequarters of an hour for the next bus• The new bus signage is not good for people with low vision• Timetables at bus stops are not accurate• Very few stops have shelters• The new format for the bus timetable is very good• It is hard to identify that a pole is a bus stop. Sometimes the sign is missingaltogether• There are not enough buses on Saturday. On the 367 bus line, the service stopsat 12:00am• New bus designs need to consider space for a guide dog to tuck under the seatand the handler needs to be positioned near the driver• Bus drivers are generally helpful• All bus stops need tactile markers on them for the blind/vision impaired• More low floor buses for easy access solutions for wheelchair users, elderly andpeople with mobility issues6.3 Bicycle• Installation of cycling lanes adjacent to all existing and new roads, i.e. busierroads as opposed to minor roads6.4 Pedestrian• Improved pedestrian facilities across Maroondah Highway at Ringwood Station• Construction of a shared use path between Chirnside Park Shopping Centre andDorset Road along the southern side of Maroondah Highway• The poor condition of the footpath and paved areas in Ringwood, particularlyadjacent to the library and banks• White or yellow lines to highlight obstacles in footpaths for vision impairedpeople, particularly if Council resources do not allow for immediate repair• Trimming of shrubs, and over hanging trees• Incorrect installation of Tactile Ground Surface Indicators (TGSI’s). TGSI’s thathave been installed incorrectly and not according to standard may be hazardous.For example, directional tiles on a pram ramp that align the pedestrian directly76

into the middle of the intersection. TGSI’s that do not contrast with the surfacein which they have been installed are not useful for people who have low vision• Difficult access to increasingly popular, plaza style shopping precincts. Unlessprovisions are made, it is difficult for vision impaired people to locate the plazafrom the street, when they are required to negotiate car parks• Street furniture should be placed on the kerb side of the footpath. This leaves theremaining footpath clear for pedestrians to move easily and safely through theenvironment. Although Maroondah Council have adopted this policy it is notwell regulated. The present practice of allowing furniture, signage and otherobstacles to be placed on the shop front side of the footpath, creates greatdifficulty for many pedestrians who are blind or vision impaired as they need touse the building line for alignment and to find entrances• An uneven surface on footpaths can be disorientating and a tripping hazard• Uncontrolled and poorly defined road crossings• Blended curbs. Pedestrians using long canes may walk onto the road beforerealizing they have done so• Poorly defined and aligned pedestrian crossings at slip lanes• Audible signals at road crossings that are too faint to hear• Cars parked across footpaths• Drainage and service pits with broken or missing lids and no safety barricades• Building and house renovation sites – footpath blocked by tradesmen’s vehiclesforcing pedestrians to walk on the road. Car parked on nature strips with doorsleft open. Noise on worksite makes it impossible to cross the road to avoid theworksite – cannot hear oncoming traffic• Walking in dog faeces on footpath is embarrassing for clients who then have totravel on public transport, go to job interview, etc• Rubbish bins left on footpath are annoying• Tables and chairs on footpath annoying - need building line clear, still someproblem areas in Maroondah• Audio tactile buttons at traffic lights sometimes out of order – huge problem”• The whole area around Eastland is not pedestrian friendly; you have to walkthrough car parks to reach the shops. The area is made for car access rather thanpeople access• Undercover car parks at Eastland poorly lit• More use of 'Pre-warning' sets of traffic lights near pedestrian crossingsparticularly on fast moving heavily trafficked roads• Pedestrian lights on the intersections of Bellara Drive, Maroondah Highway andExeter/Dorset Roads don't have Audio Tactile Lights making it very hard for theblind/visionally impaired to cross safely• Ideally all Pedestrian lights should be Audio Tactile for the blind/visionallyimpaired• All main roads need tactile markers on them so the blind/visionally impairedknow when they are approaching an intersection77

• All footpaths that connect to roadway surfaces need to be less steep ramps aswheelchair users have trouble going down/up them• All facilities in Maroondah need to be accessible to wheelchair users as there is alot of old buildings that have one or two stairs at the entry, making it hard toenter the building• Bikes on footpath fly past me just missing me this is not safe6.5 Other Issues• That the Box Hill tram line (route 109) be extended to Ringwood• That a larger proportion of available finances be allocated to public transportinitiatives rather than for road funding• A request for Council to lobby the Federal Government for funding for publictransport projects• Council to implement a public lobbying campaign in the media• To ease traffic congestion and improve safety, it is clear that the number ofprivate motor cars on our roads will need to be reduced and transport systems,including public transport, improved to give the community viable andsustainable transport alternatives• The current level of Government funding, allocated for transport solutions, willneed to be significantly increased• Council should work constructively with organisations such as the RTCCC andthe PTUA to raise the profile of public transport and encourage an increase infunding• Increase the visibility of fault reporting signage on traffic lights• You can’t get a taxi between 3:00-5:15pm from Ringwood train station,especially on Friday. The wait is up to one hour• There is only one seat in the taxi bay and there is no suitable shelter• More disabled parking needed at all Maroondah facilities• More plain clothed police on all buses/trains as youths/young adults canintimidate you making you feel unsafe plus there are more crimes on publictransport that even the drivers aren't safe on the buses/trains• All buses/trains to connect with each other at Croydon Train station, so you don'thave to wait long for your next bus or train as it's dangerous to hang around thestation area with the youths and loiterers• Main Street, Croydon, needs more security/bright lighting as it is dangerousstreet as loiterers often approach you making you feel very scared• Croydon North Plaza, needs more bright lighting in the car park as a lot ofloiterers and people that appear to be on drugs hang around there making it veryunsafe78

7 Action PlansStrategic action plans have been developed from analysis of the main transportcomponents in Maroondah, contemporary transport literature and community input.The following strategic action plans are grouped under the various transportcomponents.7.1 Road NetworkACTION PLANSOUTCOMESPRIORITYHighLowPARTNERSInvestigate and validate the need fornew arterial road links previouslyidentified as key transport corridorsaffecting traffic in Maroondah. Roadlinks include:• Proposed Northern Arterial• Station Street upgrade to linkWantirna Road and WarrandyteRoad• Arterial road link along HealesvilleFreeway reserve connectingScoresby Corridor with LilydaleBypassValidate the need for acontinuous east-westarterial across the top ofthe municipalityValidate the need for acontinuous north-southarterial in the vicinity ofRingwoodValidate the need for alink between ScoresbyCorridor and HumeFreeway via MelbaHighwayMaroondah City CouncilStrategic Planning Departmentand Engineering Services.VicRoads.Manningham City Council.Yarra Ranges Shire Council.Knox City Council.Continue development andimplementation of Local Area TrafficManagement programs• Maintain or improveamenity of local roads• Encourage lowervehicle speeds in localroads• Restrict intrusion of“through” trafficMaroondah City CouncilEngineering ServicesDepartment.VicRoads.On identified arterial, link and collectorroads develop, prioritise and implementprojects that reallocate road space toalternative transport modes includingpublic transport and cyclists.Raise the profile andimprove safety andefficiency of alternativetransport modesMaroondah City CouncilStrategic Planning andEngineering Servicesdepartments.VicRoads.Bus Operators.Bicycle Victoria.Develop road maintenance programsthat focus on kerbside lanes, inparticular, the condition of the roadpavement used by cyclists. Issuesinclude drainage pits, level differencesat kerb and channel and pavementedge, irregular pavement edges,accumulated debris and isolatedpotholes.Improve safety for cycliststravelling along roads andsafety for pedestrianscrossing roads.Improve accessibility forbus patrons boarding andleaving buses.Engineering ServicesDepartment.City Works Department.Develop programs and fundingproposals to construct kerb and channelor, asphalt shoulders, on state arterialroads and link roads.Improve safety for cyclistsand improve access tobuses.Engineering ServicesDepartment.City Works Department.80

ACTION PLANSOUTCOMESPRIORITYHigh LowPARTNERSVicRoadsDevelop and prioritise programs for theprovision of footpaths on roads withbus routes.Improve access to busstops.Strategic PlanningDepartment.Engineering ServicesDepartment.Develop concept plans and fundingproposals for the installation of buspriority treatments on the state arterialand link road networkImprove reliability andsafety of bus servicesStrategic PlanningDepartment.Engineering ServicesDepartment.VicRoads.Bus Operators.In conjunction with the ERITG developadvocacy programs calling on theFederal Government to contribute topublic transport projects that have thepotential to reduce congestion on thearterial road network.Increase the pool offunding available forpublic transport projects.Reduce congestion on thearterial road network.ERITGStrategic PlanningDepartmentEngineering ServicesDepartment7.2 Rail NetworkACTION PLANSOUTCOMESPRIORITYHigh LowPARTNERSIn conjunction with the EasternRegional Integrated Transport Groupdevelop advocacy programs forextension of zone 2 fare boundaries toRingwood East and HeathmontRailway Stations.Provide equitable travelcosts to residents in theeastern suburbs and easeparking issues atHeatherdale StationStrategic PlanningDepartment.ERITG.MetLink.Ensure that Council is an activeparticipant in the program to redevelopHeatherdale Station as part of theEastLink project and thatcomprehensive consultation isundertakenObtain the best outcomefor residents, commutersand local traders.Consider possiblerelocation of the stationConsider removal of theHeatherdale Road levelcrossingInvestigate provision of anextensive “park and ride”facilityStrategic PlanningDepartment.Engineering ServicesDepartmentSEITAWhitehorse City CouncilAppropriate access to the“station superblock” andtraffic flow on thesurrounding streets.Strategic PlanningDepartment.Ensure that Council is activelyinvolved in the development of theRingwood Station and the“superblock” precinctAppropriate access to therail station platforms withparticular attention toramp gradients.Suitable layout andoperation of the proposedtransit lounge and modalinterchange area.Engineering ServicesDepartmentQICVicUrbanDepartment of InfrastructureBus OperatorsDevelopment of mobilityand wayfinding signage81

ACTION PLANSOUTCOMESPRIORITYHigh LowPARTNERSprojects that focus onpedestrians, people withdisabilities and cyclists.Review commuter parking atHeathmont and Ringwood EastStationsDevelop concept plans forstaged improvements toparking supplies.Strategic PlanningDepartment.Engineering ServicesDepartment.VicTrack.Ensure disabled access toboth sides of the stationfrom bus stops andcommuter parking areas.Develop mobility and wayfindingsignage plans for Croydon, RingwoodEast and Heathmont railway stationsAppropriate vehicle accessto station including “kiss& ride” areas.Minimise the impacts oftrader parking and trafficflow on bus movementsadjacent to the station.Strategic PlanningDepartment.Engineering ServicesDepartment.Department of Infrastructure.VicTrack.Appropriate bus stopfacilities includingweather protection, routeinformation andwayfinding signage.Bus Operators.Traders Associations.Appropriate bicycle accessto rail station precinct.In conjunction with the PTUA,advocate for the increased frequency ofweekday off-peak rail services toreduce train headways to a maximumof 15 minutes.Encourage commuterswho have the opportunityto stagger work hours andtravel outside peak hoursto use the train as analternative transport modeStrategic PlanningDepartmentPTUAActively campaign for provision of cyclistfacilities at railway stations including theprovision of bicycle lockers and undercoversecure parking racksEncourage rail patrons andcommuters to ride to thestationStrategic PlanningDepartment.VicTrack.Department of Infrastructure.Bicycle Victoria.Facilitate dual mode commuter travelprograms that encourage use ofbicycles as a means of accessing railtravelEncourage rail patrons andcommuters to ride to thestationStrategic PlanningDepartment.Metlink.Bicycle Victoria.Advocate for better weather protectionfor patrons at Croydon Railway Stationwith more modern sheltersImprove comfort for railpatronsStrategic Planning DepartmentDepartment of InfrastructureVicTrackActively participate in programs thatencourage rail and bus operators tocoordinate bus and train time tables.Minimise waiting timesbetween mode transferStrategic PlanningDepartment.Metlink.Bus Operators.Department of Infrastructure.Advocate for real time traininformation to be installed in EastlandShopping Centre.Enable rail patrons tobetter plan their timerather than waiting at thestation for the next train.Major Projects DirectorateDOIQIC82

ACTION PLANSOUTCOMESPRIORITYHigh LowPARTNERSDevelop advocacy program foruniform weekend timetablesImprove ease of use forpatrons and remove theunnecessary complicationof separate timetables forSaturday & SundayStrategic Planning DepartmentPTUAConnexDOIDevelop advocacy programs toencourage the State Government tocomplete triple tracking of the rail linebetween Camberwell and RingwoodImprove express servicesfor commuters toMelbourne during peakperiods.ERITG.Strategic PlanningDepartment.VicTrack.7.3 Bus NetworkACTION PLANSOUTCOMESPRIORITYHighLowPARTNERSDevelop advocacy plans for busroutes 670, 679, and 364 to beincluded within the Principal PublicTransport Network.These services to beidentified as futurePremium (SmartBus)routes.Strategic PlanningDepartment.PTUA.Department of Infrastructure.Bus Operators.In conjunction with bus operatorsdevelop a priority list of bus routesthat should have their span ofoperating hours increased. Factorsaffecting priority ranking toinclude:• Future planned developmentProvides targeted fundingallocation for developmentof bus services includingspan and frequency.Strategic PlanningDepartment.Department of Infrastructure.• Current and anticipated futurebus patronageBus Operators.• Identification of routesservicing areas with high publictransport needsDevelop regional advocacyprograms to highlight to the StateGovernment the need to allocatefunds to the recurrent PublicTransport budget.Enable a plannedsystematic increase in thespan of bus operationhours and the frequency ofbus services.ERITG.Strategic PlanningDepartment.Department of Infrastructure.Bus Operators.In conjunction with ERITG prepareadvocacy plans to ensure the StateGovernment installs bus prioritylanes on EastlinkProvide an alternativemode of transport forresidents in the EasternRegion to access the CBDStrategic PlanningDepartmentMajor Projects DirectorateERITGSEITADevelop advocacy programs aimedat achieving:Peak period bus headways of 15minute maximum particularly forbuses servicing railway stations.Off peak, Saturday and Sunday busheadways of 30 minutes maximum.Coordination of train and bustimetables where bus headways are30 minutes or greater, particularlyEnsure that bus servicesprovide a viablealternative transport modeto the motor car.Reduce congestion onarterial roads during peakperiods.Reduce waiting times fortransport mode change.83ERITG.Strategic PlanningDepartment.PTUADepartment of Infrastructure.Bus Operators.Metlink.

ACTION PLANSOUTCOMESPRIORITYHigh LowPARTNERSfor train to bus connectionsDevelop a schedule for thedevelopment and implementationof bus priority treatments onheavily trafficked sections of thearterial road network. Sections ofthe state arterial road networkthat should be considered for buspriority treatments include:• Maroondah Highway fromHeatherdale Road to KalindaRoad• Wantirna Road fromMaroondah Highway toDandenong Creek• Warrandyte Road from MullumMullum Road to Oban Road• Bayswater Road fromCanterbury Road to MtDandenong RoadImprove reliability of busservices and enhance theprofile of bus services as aviable alternative transportmode.Develop targetedsubmissions for fundingapplications to VicRoadsand Council’s CapitalWorks Program.Engineering ServicesDepartment.Strategic PlanningDepartment.VicRoads.• Mt Dandenong Road fromDorset Road to Main Street,Croydon• Canterbury Road from WantirnaRoad to Dorset RoadDevelop a prioritised program forconstruction of road shoulders andassociated road works.Ensure ease of access tobuses from existing busstops and shelters.Engineering ServicesDepartment.VicRoads.Develop a prioritised program forthe construction of sections offootpath providing access to busstops and bus shelters.Improve access to busnetwork for people withmobility issues.Develop targetedsubmissions for fundingapplications to Council’sCapital Works Program.Engineering ServicesDepartment.Strategic PlanningDepartment.Bus Operators.Actively engage with the MAV andDoI to develop a policy/strategy forupgrading existing bus shelters toDDA compliance.Identify responsibility forupgrading of existing busshelters and provision ofnew shelters and facilities.ERITG.Department of Infrastructure.MAV.Strategic PlanningDepartment.Develop a Council policy on thecommercialisation of new busshelters.Identify funding sourcesfor upgrading andprovision of new busshelters.Improve appearance andamenity of bus facilities.Strategic PlanningDepartment.Department of Infrastructure.Providers of Bus Shelters.Work with bus operators and DoI todevelop a prioritised program forthe provision of new bus sheltersand associated infrastructure.Develop targetedsubmissions for fundingapplications to DOI andCouncil’s Capital WorksProgram.Bus Operators.Department of Infrastructure.Strategic PlanningDepartment.Advocate for the “Sunday Saver”Metcard to be extended to coverpublic holidays and for the cards tobe available at more outlets in theliEncourage use of publictransport on Sundays andpublic holidays.Reduce reliance on the84PTUADepartment of InfrastructureERITG

ACTION PLANSOUTCOMESPRIORITYHigh LowPARTNERSmetropolitan areaprivate motor car forrecreational transport inthe metropolitan areaPublic Transport OperatorsAdvocate for minimum standardson all new buses that includes lowfloor access, heating and airconditioningImprove the accessibilityand patron comfort of thebus network.ERITGPTUADepartment of InfrastructurePublic Transport OperatorsIn conjunction with bus operatorsand DoI develop bus time table androute information packages that canbe promoted through existingCouncil community informationchannels.Improve access to busroute and time tableinformation.Encourage bus use as analternative to privatemotor car use.Bus OperatorsDepartment of Infrastructure.Strategic PlanningDepartment.Public Affairs Department7.4 Bicycle NetworkACTION PLANSOUTCOMESPRIORITYHighLowPARTNERSDevelop the Maroondah Off-RoadBicycle NetworkProvide a safe wellmaintained off-roadbicycle network forrecreational cyclistsEngineering ServicesDepartment.Strategic PlanningDepartment.Maroondah Bicycle UserGroup.Bicycle Victoria.VicRoads.Develop on-road shared anddesignated bicycle lanesAllocate road space forcyclists and improvesafety by raising theprofile of cycling withother road users.Engineering ServicesDepartment.Strategic PlanningDepartment.Maroondah Bicycle UserGroup.Bicycle Victoria.Facilitate implementation ofeducation and promotion programsdeveloped by VicRoads and theEducation DepartmentEncourage bicycle use asan alternative transportmode for many short tripsto work, school or theshopsVicRoads.Strategic PlanningDepartment.Education DepartmentDevelop enforcement,implementation and monitoringprograms.Measure the change ofbicycle use and safetyrecord over time.VicRoads.Strategic PlanningDepartment.Education DepartmentBicycle Victoria.85

7.5 Pedestrian NetworkACTION PLANSOUTCOMESPRIORITYHigh LowPARTNERSDevelop a pedestrian strategy forMaroondah that includes thefollowing aims:• Identifying issues thatdiscourage residents fromwalking• Identifying missing links in thefootpath network andprioritising new footpath work• Developing a policy onwarrants for footpathconstruction• Developing a policy oncontributions to special chargefootpath schemesEnsure the footpathnetwork is “user friendly”Encourage people to walkmore short trips to school,work and the shops ratherthan use the motor car.Provide a targeted fundingscheme for submissions toCouncil’s Capital WorksProgramStrategic PlanningDepartment.Engineering ServicesDepartmentDevelop mobility plans for theRingwood District Centre andCroydon Town Centre withpedestrian orientated streets thatfocus on:• Disability Discrimination Actcompliance• Safe road crossings• Clear signage• Direct pedestrian links to publictransport• Provision of pedestrian facilitiesincluding seating and toiletsImprove pedestrian safetyin high vehicle-pedestrianenvironments.Ensure ease of access tofacilities for people withmobility issues.Ensure that streets arepedestrian friendly withrespect to amenity andway finding.Strategic PlanningDepartment.Engineering ServicesDepartmentQIC.VicUrbanDepartment of Infrastructure.Ringwood and CroydonChambers of Commerce.• Reduced traffic speedsExpand regular audit checks on theroad footpath and shared pathnetwork to include not only pathsurface condition but to also reporton issues that affect amenity andsafety of pedestrians. Issues thatinclude:• Overhanging branches• Lighting on the shared pathnetwork and infrequently usedisolated pathsIncrease the safety andamenity of the footpathnetwork.Strategic PlanningDepartment.Engineering ServicesDepartment• Personal safety landscaping inpublic open space to minimiseconcealment opportunities andmaximise natural surveillance• Sight distance at intersectionsand bends• Removal of inappropriatebarriers, fencing and bollardsDevelop programs that encouragelki b ti th h lthImprove generalcommunity health and86Leisure and CultureDepartment

ACTION PLANSOUTCOMESPRIORITYHigh LowPARTNERSwalking by promoting the health,environmental and economicbenefits that can be achieved bywalking many short trips rather thanusing the motor car.environmental amenity.Department.Youth ServicesStrategic PlanningIncorporate urban design features inall developments to improve theattractiveness of walking as ameans of local tripsIncreased participation inwalking as a means oftransport for many shorttripsStatutory and StrategicPlanning departments.Land and property developers.Raise the profile of walking byadvocating for and supportingeducation programs such as theWalking School Bus, TravelSmartand Green Travel Plans.Increased participation inwalking as a means oftransport for many shorttripsStrategic Planning &Sustainability Department.Education Department7.6 Community TransportACTION PLANSOUTCOMESPRIORITYHigh LowPARTNERSAssess the need for a demandresponsive specialist publictransport network in terms ofnumbers of customers, standards ofquality service provision, extent ofconnecting trips and growth overtime.Establish a base case foradvocacy programs forState Government fundingCommunity ServicesDepartmentEastern Transport AccessNetworkBus CompaniesStrategic Planning DepartmentPrepare a submission for StateGovernment funding to provide aspecialist public transport networkReduction in the level ofsocial isolationexperienced by transportdisadvantaged members ofthe community.Community ServicesDepartmentEastern Transport AccessNetworkBus CompaniesStrategic Planning Department87

7.7 Taxi NetworkACTION PLANSOUTCOMESPRIORITYHigh LowPARTNERSMaintain and improve taxi rankfacilitiesEnsure taxi patrons have asafe, comfortable waitingarea.Ensure taxis are readilyaccessible for people withmobility issues.Strategic PlanningDepartment.Engineering ServicesDepartment.Victorian Taxi Directorate.Ensure taxi rank facilities areincorporated into the developmentof the Ringwood Station transportinterchange.Ensure taxi patrons have asafe, comfortable waitingarea.Ensure taxis are readilyaccessible for people withmobility issues.Strategic PlanningDepartment.Engineering ServicesDepartment.Victorian Taxi Directorate.VicUrbanDepartment of Infrastructure.88

8 Appendices8.1 Workshop Presentation and Notes Report90