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Melbourne Concepts - E Page 3


Transporting Melbourne

A Maglev vision for Melbourne and focus of this proposal, is founded on the Victorian Government�s integrated transport and landuse vision. 

Maglev in arriving at this point has developed a comprehensive understanding of the transport and urban  context, reflected in planning  strategies by the Department of Infrastructure. 

Transporting Melbourne and Transporting Victoria in particular have given us insights into the Melbourne transport and landuse framework. 

Services based on the Geelong to Melbourne Corridor provide an opportunity to greatly add to accessibility throughout the whole North Western Metropolitan region and Geelong Corridor. 

Our vision, however extends our fit to central and northern regional Victoria in addition to the Greater Melbourne area. 

This present proposal by Maglev is to add quick limited stop services which when integrated with existing transport systems, improves access for Melburnians in the following priority corridors:

- Geelong Transport Corridor

- Airport Transport Corridor

- Metropolitan Orbital Transport Corridor

Melbourne�s development up until the 1950�s was mostly along radial tram and train routes, extending out from the City Centre. Since then, development has been more influenced by road access, resulting in the spread of development beyond these original corridors. Growth corridors outwards along a number of major road and rail routes continue to be characteristic of Melbourne�s urban development. There are five major growth corridors in subregions to the South East and North, through to the South West outer areas of Melbourne. 

Today, Melbourne can be partitioned into a Central Region, Inner, Middle and Fringe Suburbs. Overall, the road system is a good grid based system of arterial roads. Some gaps exist in middle and fringe suburbs. Congestion occurs in the inner to middle suburbs. 

Both the Central Region and Inner Suburbs have an extensive and well integrated rail, light rail and tram network. Accessibility to this transport network is good in these suburbs. About half of trips in the Central Region are by public transport. The Central Business District is the single biggest  generator of trips in Melbourne. 

The Inner Suburbs is seeing the development of a band of support industries to the increasingly �head office� and service industry nature of the CBD. 

The Fringe Suburbs contribute to around 30% of all trips. A lower density has been a characteristic of these suburbs. Attention is now on rail links for radial trips into the CBD and road links to the Metropolitan Orbital Transport Corridor for orbital trips to destinations in the activity axes of the Middle Suburbs. Maglev services have a strong fit to this transportation role.   

The Middle Suburbs were designed around car transport, although they are also serviced by radial train lines from Melbourne. These are areas characterised by infill development away from these train corridors, with limited access to public transport for door to door trips. Around 50% of all trips start and end in these suburbs. 

Many of these trips are orbital trips from one middle suburb to another. Key Government objectives are to establish a Metropolitan Orbital Transport Corridor through these suburbs, strengthen connecting bus services and provide an integrated  transport system focused on major activity centres. These Centres are developing in the Activity axes shown below.  

The high cost of Inner suburb and CBD space is seeing the relocation of manufacturing and data processing industry out to these middle suburbs. 

In the south east a rapidly growing employment and commercial base is developing between the axis from Ringwood to Frankston.  

In the north and west the activity axis contains manufacturing, emerging technology and science orientated industry. It is also developing as a warehousing area because of proximity to transport corridors , the Port of Melbourne, Dynon Road Rail Terminal and Melbourne Airport. 

Maglev proposed services that combine with existing transport to give door to door travel times comparable to car. This will significantly improve transport choice for Melburnians. It is our expectation that many current car trips will shift to public transport, with the consequential contribution  to environmental sustainability and transport efficiency. 

There is confidence that this proposal will strongly fit the expectations of the Victorian Government�s integrated transport investment appraisal framework.  


Extension of services from Melbourne Airport to the Broadmeadows corridor permits extension of the orbital services along the full length of the North Western Activity axis. The accessibility improvements gained will provide good support for the land use interactions forming in and around the northern arc of the orbital corridor. 

Maglev services could similarly fit radial and orbital transport strategy in the Eastern Metropolitan Region. The Eastern Transport Corridor, Scoresby Transport Corridor and link towards Latrobe Valley are specific possibilities. Adding both system capacity and public transport access for all Melburnians.  

In the case of the Scoresby Transport Corridor, the favoured development option contained the establishment of priority line haul and improved feeder bus services. Maglev services could integrate with these services and provide an alternative to triplication of radial rail line sections on the Dandenong or Ringwood  corridors.  

A radial link from the Eastern Metropolitan Region linking via the CBD to the proposed North Western Region Maglev system would enable through services to be operated.  This would further increase accessibility between both Activity axes and population centres right across Melbourne.

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