There are, but in Victoria those limits appear to be very elastic.
Because it controls the use of land, the whole complex edifice of planning regulation touches to a greater or lesser extent a lot of the things we do.
In a newly released report commissioned by COAG, the Productivity Commission gives us an insight into how the nation’s planning agencies think the land use control system influences our lives.
The report, Performance Benchmarking of Australian Business Regulation: Planning, Zoning and Development Assessments, examines the regulatory frameworks of each jurisdiction, the processes for supply of land, the bases for assessing developer contributions, compliance costs for business, and competition issues arising from planning decision-making.
As part of its investigations, the Commission asked each State and Territory to answer this question: “To what extent can government use the planning, zoning and DA system to positively influence the following challenges”?
The answers each jurisdiction provided to 23 “challenges”, graded from “no effect” through to “major effect”, are shown in the accompanying chart (copied from the report). The survey was completed between October and November 2010, prior to the Victorian State election.
Bear in mind that the survey relates specifically to the powers of land use planning agencies i.e. not transport or other agencies. Also, the planners were specifically asked about the scope to positively influence each of the challenges. There are some interesting claims here and some equally interesting comparisons between States and Territories.
There’s a consensus that, given (presumably) the right policies, land use planning can have a major positive influence on managing greenfield development, accommodating population growth, managing the transition to higher population densities, providing diverse/appropriate housing, and protecting biodiversity.
By and large I’d agree with that. My only caveat would be the understanding that some of the benefits will come from reducing rather than increasing the degree of planning intervention. A prime example is the many restrictions on constructing higher density housing within established urban areas.
Where the survey gets really interesting is outside these five key areas. Victoria in particular stands out from its peers. Read the rest of this entry »
I think some aspects of the Victorian Opposition’s clumsily titled Plan for Planning are doubtful, especially their proposal for ensuring 25 years land supply within Growth Areas and their intention of levying the Growth Areas Infrastructure Charge at the time of development.
But there are also some good ideas that I want to discuss, notably the proposal for a new strategic plan for Melbourne and another for an audit of the infrastructure capacity of the entire metropolitan area.
A new plan for Melbourne would be timely because Melbourne 2030 is misguided, old and tired. It’s been more than ten years since the process of preparing the metropolitan strategy began and eight years since it was published.
A key problem with Melbourne 2030 is that it was misconceived from the get-go. It never worked properly and simply hasn’t delivered on its lofty ambitions.
Its relevance took a serious hit when the projections of future population growth that underpinned its policies were revised upwards. Further, one of its main directions – the primacy of the CBD – was weakened in 2008 when the Government decided to establish six new CBD-type Central Activities Districts in the suburbs.
The objective of locating nearly 70% of all dwelling commencements out to 2030 within the existing suburbs – rising to almost 80% by 2030 – was also abandoned in 2008 and replaced with the much less challenging target of just 53%.
And of course the much vaunted Urban Growth Boundary lasted only a few years before it was breached. The supply of well-located affordable housing that the plan was intended to foster dried up and neither jobs nor housing gravitated to suburban centres on anything like the scale originally envisaged.
The problem with Melbourne 2030 is that it was driven from the outset by ideological posturing rather than logic. Too many of its key directions weren’t supported by data or analysis and the consultation process was largely a sham. Read the rest of this entry »
It seems the way management structures and processes are arranged is still the key public transport solution being advanced in the Victorian election campaign.
The first three points in the Green’s Six Point Transport Plan all relate to governance and management. Now the Public Transport Users Association (PTUA) has released this chaotic flowchart with the charge that “a hundred different organisations are running public transport in Victoria” (see first graphic).
The PTUA says the flowchart illustrates how difficult it is for the average person to work out who to contact with questions and problems. This is a brilliant and no doubt effective piece of politics, building on the glorious history of spaghetti diagrams like Barry Jones’ famous Knowledge Nation vision.
As I’ve argued before, I think management arrangements are a second order issue – there’re more important things to get right first. And I’m by no means arguing that current arrangements are ideal or can’t be improved.
But there are a number of reasons why this flowchart is not a fair and reasonable account of the way transport is managed in Victoria.
First, as pointed out by a commenter (Invincible) over at Skyscrapercity.com, this is a deceptive diagram – flow charts usually flow from top left to bottom right, otherwise they will always look misleadingly complex. Invincible has redrawn the same information in a more logical flow, producing a vastly simpler diagram (see second graphic). Read the rest of this entry »
So now the Victorian Opposition has jumped on the Green’s bandwagon and proposed a new rail line along the Eastern Freeway from Clifton Hill to Doncaster!
Ted Baillieu has made an art form of ‘vagueing’ the details, but this is essentially the same proposal as the Greens put forward last month for linking Doncaster with Victoria Park station.
This is attributed to the absence of both trains and trams in Manningham – the only municipality in Melbourne that doesn’t have at least one of these modes.
The reporter, Clay Lucas, says that only 7% of all trips made by residents of Manningham are by public transport compared to the metropolitan Melbourne average of 9% (actually he said 14% but the VISTA travel survey indicates the correct figure is 9%. Note also that this claim does not appear in the on-line version of The Age).
He is right – public transport does indeed have a lower share of trips in Manningham. In fact VISTA shows its share compares poorly with the neighbouring municipalities of Whitehorse, Banyule and Maroondah, which all have rail lines. In these municipalities, public transport carries 10%, 11% and 7%, respectively, of all trips. Still, there’s not all that much in it – the car dominates in all four.
The journey to work is probably a more pertinent measure of the warrant for a rail line to the CBD as peak period passenger volumes determine the need or otherwise for a mass transit system. Read the rest of this entry »