RACV Public Policy Department. 16 June Mr Michel Masson CEO Infrastructure Victoria. Dear Mr Masson,

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1 16 June 2016 Mr Michel Masson CEO Infrastructure Victoria Dear Mr Masson, Call for Responses to the Options Paper All Things Considered RACV appreciates the meetings we have had with you and the Chair Jim Miller to discuss the Options paper and the approach that is being taken to prepare the long term infrastructure plan and priorities for Victoria. Thank you for the opportunity to make a submission on All Things Considered- Exploring options for Victoria s 30 year infrastructure strategy. Efficient, safe and affordable transport continues to be a key concern for our members and an ongoing challenge for our State as it continues to grow. We have strongly supported the development of a longer term strategy for our State because we believe that Victorians have the right to a longer term commitment towards the transport infrastructure their communities need most. We are very pleased that they will now have that assurance through the work of Infrastructure Victoria as well as an opportunity to influence the State's long term agenda. RACV endorses the three pronged approach by Infrastructure Victoria to set out proposals to improve the operation of existing roads and public transport, identify improvements that can be made using smart technology, and set out a thirty year transport infrastructure plan with priorities for the first ten years. Our submission to the All things Considered options paper is enclosed. It builds upon the information we have already provided to Infrastructure Victoria, through our meetings and consultation, and also on our previous submission to Laying the Foundations. Should your office have any queries, please contact me on (03) or brian_negus@racv.com.au. Yours sincerely BRIAN NEGUS GENERAL MANAGER PUBLIC POLICY RACV Public Policy Department Royal Automobile Club of Victoria (RACV) Ltd ABN Princes Highway, Noble Park North Victoria 3001 Australia Telephone Facsimile racv.com.au

2 Response to Infrastructure Victoria All things considered: Exploring options for Victoria s 30-year infrastructure strategy June 2016

3 1 Introduction The Royal Automobile Club of Victoria (RACV) represents more than two million members and has on average a member in three out of every four households across Victoria. Efficient, safe and affordable transport continues to be a key concern for our members and the wider community especially given the predicted growth for Melbourne. RACV welcomes the opportunity to respond to Infrastructure Victoria s All things considered options paper. For too long, Victoria's transport agenda has been guided by the politics of the day, being written and rewritten every time there has been a change in leadership. We welcome the independent charter of Infrastructure Victoria and stress the importance of producing a comprehensive transport plan for the future of Victoria free from political influence. RACV has strongly advocated for a long term infrastructure strategy for many years and is very pleased that Victorians will now have that assurance as well as an opportunity to influence the State's long term agenda. 2 What s important to members RACV undertakes frequent market research across the community concerning a range of transport, mobility and safety issues. We also carry out assessments of planning and transport issues that are important in providing improved liveability for the community and enhanced economic development for Victorians. RACV s market research has found that the top issues for members include fuel prices (75%), road quality (75%), public transport improvements (73%), road congestion (72%) and road infrastructure (72%). The same market research found that members supported a range of initiatives to address congestion including improving the road system (93%), improving the public transport system (76%), improving traffic management and signals (54%) and reducing the number of level crossings (48%). Recent reports which RACV has released that are relevant to planning and transport needs in Victoria include our Regional and Outer Metropolitan Melbourne Growing Pains blueprints (racvgrowingpains.com.au) and RACV Directions 2015 (racv.com.au/directions). 3 RACV Response to Options Paper RACV commends the holistic approach adopted by Infrastructure Victoria recognising that it is not purely about identifying Victoria s infrastructure gaps, but about the need for integrated planning and making better use of existing resources and capacity. The following sections detail RACV s response to the Options Paper highlighting the key components that we believe are needed for Victoria s 30 year infrastructure strategy to succeed in supporting our growing population. 4 Changing behaviour and managing demand 4.1 Integrated Land Use and Transport Planning The Government has released its update on Plan Melbourne. This plan has much of what was in the previous version released by the former Coalition State Government, except for a number of the transport options considered. It is clear that both versions have been somewhat biased by the preferences of the respective Governments. RACV urges Infrastructure Victoria to consider Plan Melbourne and ensure that the Infrastructure Plan it produces has an integrated approach to the planning and infrastructure needs of the community.

4 4.2 The way we plan our cities To better utilise past investment in transport infrastructure the Government needs to influence the land use and activities that generate the demand for travel. Locating jobs near the population growth centres will reduce commuter travel time and thus improve efficiency and liveability for the community. The State Government should pro-actively decentralise State Government services to metropolitan activity centres that are highly accessibility by road, public transport, cycling and walking. Communications between Government offices should utilise IT infrastructure, such as modern video conferencing, and improved public transport would assist the task of decentralising Government employment. The State Government should also investigate multi-agency service centres for Government services in these locations, as well as delivering more Government services online, to reduce the need for people to travel to multiple locations for Government transactions. The relocation of State Government jobs to centres like Frankston, Dandenong, Ringwood, Broadmeadows and Sunshine could reduce travel to the CBD in congested periods. Government jobs would contribute to the revitalisation of those centres, and with appropriate Government support stimulate private sector investment. Sunshine is suggested as a future secondary CBD in the western suburbs, further from the CBD than Footscray, to de-centralise travel and to utilise counter-peak transport capacity The other element of influencing travel demand is the spatial distribution of where people live. Population growth in the inner suburbs of Melbourne has a far smaller impact on the road network than growth in the middle and outer areas. This is probably because of the richness of inner suburban communities in terms of their access to transport options and their proximity to services and opportunities. Contrary to this, transport infrastructure and services in the outer suburbs is deficient (racvgrowingpains.com.au). Those same suburbs are designated growth areas, fostered by Government, and yet they are the least well positioned with services, especially transport, to actually support urban growth. RACV recognises that higher density development is not for everyone, and many people don t want to, or can afford to, live in the inner city. A greater mix of housing types within a community means that as our individual housing needs change over time, people can stay within their community and their circle of family and friends. Smaller residences can cater for singles, couples and people seeking low maintenance living. However, the location of much higher density development, like multi-story apartments, must be in appropriate places - perhaps along transport corridors, including tram routes, and in major redevelopment and infill sites, and around community facilities and activities. The actual location and style of development will depend on the community and the place. What is right for one community may not be right for another. This is an important discussion that the State Government and Councils must have with communities. A wholesale not in my backyard attitude towards change is not an option if Melbourne is to slow or limit its outwards expansion and the significant costs to us all that this causes. 4.3 Outer Melbourne s growing pains To date, transport infrastructure and services have not kept pace with the rate of land-use development in outer metropolitan Melbourne resulting in disconnected communities, high levels of congestion and limited transport options beyond the private car. Despite long-term planning, short-term decision making and a lack of adequate funding continue to result in communities where rural standard roads are carrying urban traffic volumes. Public transport services are often delivered many years after residents have already moved into the outer growth areas and already invested in a second or third car. One in five residents surveyed by RACV said that they would not have invested so much in their vehicles nor needed as many cars if there was better public transport options available when they first moved. RACV is calling for

5 public transport to be provided earlier into new residential estates to give residents real transport alternatives to the private car. In late 2012, RACV released Growing Pains identifying a backlog of road and public transport projects of well over $7billion in outer Melbourne (racvgrowingpains.com.au). RACV firmly suggests that a long-term investment strategy to deliver an accelerated and ongoing program of infrastructure and service improvements for the outer suburbs of Melbourne must be included in the proposals produced by Infrastructure Victoria. Initiatives such as improved bus services and rail infrastructure to improve access to Melbourne s outer suburbs are welcome. 4.4 Planning for growth outside of Melbourne Beyond Melbourne s outer suburbs, Victoria s regional centres and peri-urban areas are predicted to host a growing share of the state s population growth, driven by the attraction of lifestyle, open space, job opportunities, affordable housing and services. This population growth must be supported by the provision of safe, efficient and equitable transport options. In August 2014, RACV released 'Growing Pains in Regional Victoria'. The report outlines the key transport planning principles and major projects needed to better connect regional cities and rural areas to each other and to Melbourne. The report also identifies the localised road, public transport, cycling and walking projects needed in Victoria s ten largest regional cities. RACV has called for an injection of $4.6 billion in regional Victoria over the next decade to address critical road and public transport deficiencies, which are limiting the travel opportunities for regional communities and putting the brakes on economic development. The Options Paper s inclusion of measures to upgrade regional road and rail infrastructure as well as increase the number of jobs that can be accessed within 30 minutes in regional Victoria are welcome. We urge Infrastructure Victoria to incorporate the recommendations of our report into the infrastructure plan for Victoria. 4.5 A better connected network for all road users RACV s most recent On Track rail satisfaction survey (racv.com.au/ontracksurvey) identified a lack of car parking as the most common concern held by commuters when it came to accessing their local train station. It is important to recognise that there are a range of reasons why people will use a combination of public and private transport to meet their needs. For this reason, it is important that the Options Paper has recognised the need to increase car parking at train stations (TSC). However, it is equally important to recognise that commuters need better options to access their train station, through investment in better connecting bus services and connected walking and cycling paths. Improved tram services are also needed to better connect the suburbs with the central areas of Melbourne. RACV supports the provision of appropriate, safe facilities for all on-road modes of travel. The specific needs of pedestrians, particularly vulnerable pedestrians such as the elderly and disabled, must be taken into stronger consideration in the design of roads and new developments. Standards and guidelines should ensure that roads and bicycle facilities address the specific needs of pedestrians, and planning frameworks should ensure locations such as train stations, tram stops and bus stops are connected to the footpath network and the cycling network. In regard to bicycles, both off-road and on-road paths and lanes may be appropriate. If extra space is required on roads to provide dedicated bicycle facilities, on-street parking should be removed. Shopping precincts, education facilities, public transport interchanges, and community facilities should provide bicycle parking. In particular, long-term bicycle parking spaces should be in secure facilities, including those at railway stations and in workplaces. In growth areas, new communities should have riding networks integrated into the community and connecting to adjoining neighbourhoods.

6 RACV supports the construction of high-quality, separated facilities as part of the construction of new major road projects. Such facilities should be connected to existing bicycle routes to provide a useful network for riders that improve local and regional accessibility. Where off-road paths cross roads, safe crossing facilities must be provided. Regular information and education campaigns should be run to ensure all road users are aware of the road rules and their responsibilities to obey the road rules and share the road, to ensure everyone is safe. 4.6 Better informed users RACV strongly supports the proposal (TNI) to centralise real time information across both the public and private transport network and to put this data, not only in the hands of the network operators, but especially in the hands of private sector groups that are much more agile than agencies, to provide online apps for the community. Empowering consumers with better real time travel information has the potential to influence travel behaviour; simply by allowing commuters to make more informed decisions about their travel options. It is critical that government engage with the community and the private sector to ensure that the online tools and apps developed are consumer friendly. 4.7 The sharing economy The emergence of the sharing economy has significant implications for the way we travel and use existing resources. The Paper acknowledges the potential implications of automated vehicles and ridesharing, but the sharing economy will have shorter to medium term benefits. Car sharing, carpooling and ride sharing all have potential to ease congestion, reduce the number of cars on the road and the demand for car parking spaces. RACV encourages government to move quickly to provide the regulatory frameworks to encourage the sharing economy whilst ensuring that consumer rights and safety are protected. 4.8 Alternative fuels RACV has been working proactively with the State Government and industry to facilitate the introduction of hybrid and electric vehicles. RACV has provided opportunities for its members to test drive new vehicles, and it has installed recharge stations for electric vehicles at our club and resort properties and at a number of locations in Melbourne and across Victoria. Electric vehicles will be an important component of travel in Melbourne in the future. A challenge for Government is to ensure Victoria has a supply of sustainable electricity, with reduced emissions, and a transport system that enables people to make a choice about their mode of travel. 5 Better use of existing assets It is important that the best use of past investments in transport infrastructure is obtained, particularly within established suburbs. Good examples are clearways, removing parking for bus lanes and bicycle facilities, and managed motorway technology. It is also important that funding is provided to maintain and rehabilitate the state s existing transport assets, including the aging rural arterial highway network and the State s railway infrastructure. 5.1 Arterial route improvements Two routes identified in the Options Paper (HSP1 and HSP2) are key examples of where there is significant opportunity (and need) to better utilise existing road space. The Hoddle Street and Punt Road corridor is the only major north south route immediately east of the city area and this route is used by people in cars, trucks, buses and taxis as part of everyday journeys. Longer term

7 solutions are needed using the existing planning scheme reservation along Punt Road to provide a divided six lane road. It is also clear that some of the major intersections will need to be widened and probably underpasses, overpasses or a tunnel option will need to be on the agenda. Bus priority measures at the intersections should be planned so that a Smart bus style service can be provided for the full length of Hoddle Street and Punt Road. Parking should be banned 24/7 along the entire route. 5.2 Clearways The use of clearways is an important short-term initiative to help improve congestion and will benefit motorists, bicycle riders, freight and public transport users alike. RACV believes that clearways should cover more arterial roads, and their hours extended to better cover the extended peak times. There are a number of major commuter routes which should have 24/7 clearways and RACV is happy to work with Infrastructure Victoria to identify these routes. Clearways should be better enforced through cameras and towing of illegally parked vehicles should be more widespread. The State Government should put the necessary regulatory processes and mechanisms in place to enable such efficiency measures to be implemented. 5.3 Removing bottlenecks It is critical to acknowledge the need to ease bottlenecks in the network and make better use of existing capacity in the system. The 2012 RACV Redspot Survey found that six of the top 10 locations in Victoria that frustrated drivers were at or near level crossings. The previous Redspot surveys have also identified a number of level crossings. Collisions between trains and vehicles at level crossings are increasing, and this is a key safety and congestion issue for communities across Victoria. Some five years ago, RACV proposed an ongoing program to remove all level crossings in Melbourne, starting with five each year for the first ten years to address the most critical locations. We are pleased that the Government adopted this proposal, but we now propose that an accelerated and ongoing program to remove all level crossings on the electrified train network be adopted. In addition, new infrastructure is being built with inadequate capacity. An example is the ramps connecting Eastlink and Peninsula Link. 5.4 Technology Investment in transport networks has ongoing benefits and RACV strongly supports the use of advanced traffic management tools (ATM) to improve safety, efficiency and reliability. An example is the M1 project in Melbourne which increased the number of lanes in each direction from three to four. Prior to the increase in the vehicle capacity of the freeway corridor, the peak period was spreading as drivers left earlier or later to reduce the delay they experienced. VicRoads officers have since advised that following the upgrade, the peak period in that corridor has reduced in duration. This shows that the project has benefited Victorians, with more people able to travel at their preferred time, and spending more or less time on other activities that they choose. The implementation of full motorway management systems on the Monash Freeway has demonstrated significant reductions in delay and improvements in traffic flow with reduced crashes. RACV strongly suggests that all freeways in Melbourne should be retrofitted with these systems. On the arterial road network, traffic signal systems should be upgraded to make the most of

8 advanced intelligent technology. Intelligent traffic signal phasing that dynamically responds to tram and bus demands to minimise delays, while reducing overall congestion, are needed. There needs to be a recommended action for the computerised traffic signal system used in Victoria to be reviewed to ensure that dynamic control is optimised. The Infrastructure Victoria proposals should further support the expanding use of telematics to enable smarter, safer and more efficient use of transport networks in particular vehicle to-vehicle (V2V) and vehicle-to infrastructure (V2I) systems. There needs to be a recommendation that Government needs to move faster to address the regulatory, legal and privacy issues involved in these technologies. 5.5 Utilising spare capacity There is spare capacity within the city s existing transport infrastructure that can be better utilised. Road, rail and tram passenger movements are tidal i.e. predominantly towards the CBD in the morning and away from it in the afternoon. This leaves spare capacity in the counter-peak direction under-utilised road carriageways, and available capacity in trams, trains and buses. The Government can utilise this capacity by locating its own services, and facilitating private sector investment, in suitable locations at suburban nodes within the existing networks. This also means that passengers in the peak direction that alight in outer and middle suburban stations for employment in suburban activity centres create capacity for other passengers to board and continue to the CBD. 5.6 Road maintenance Investment in Victoria s state highways has been neglected by successive state governments, and each winter speed limits are being temporarily lowered in the south-east and south-west of the state where long lengths of road are failing. There is no plan to systematically restore the rural arterial highway network, which has reached the end of its design life, despite upward trends with truck volumes and weights. State and local governments need federal assistance to replace and then maintain critical road infrastructure so that regional Victorians aren t locked into the trend towards seasonal lower speed limits because the network fails when it rains. This is supported by RACV s member market research, which found that 48% of members in regional areas want better maintained roads. 6 Expanding assets or building new ones While there are significant gains to be achieved through better management, maintenance and use of existing infrastructure, there are a number of capacity constraints, missing links and upgrades needed to keep Victoria moving. In the scope of a 30 year strategy, it is also critical that the timing of these infrastructure investments is mapped out to the extent possible. 6.1 Major infrastructure priorities RACV s infrastructure priorities over the short, medium and longer term are detailed below. It is noted that projects including the Metro Rail Tunnel and the Western Distributor, which are supported by RACV, are not included in this list as they are already committed. Short Term Priorities North East Link (NEL) Completing the Metropolitan Ring Road, from Greensborough to the Eastern Freeway and Eastlink is the most critical road need in Victoria. This will connect the population, commercial

9 and industrial growth centres in south-eastern Melbourne and south-east Victoria to the interstate and national road and rail networks and Melbourne Airport. This project will alleviate the crippling congestion on a number of urban arterial corridors in Melbourne s north-eastern suburbs, and within the M1 Freeway corridor. RACV believes that immediate commitment is needed for this project, with funding for a planning study to determine the optimum route within the short term so delivery can commence within 2 years. Connection between Eastern Freeway Citylink - Western Ring Road (EWE/ EWW) While the Western Distributor will provide short to medium term relief in Melbourne s west, planning must begin for a connection between the Eastern Freeway and Citylink (EWE). In the medium to longer term, a connection between Citylink and the Western Ring Road is needed (EWW) to deliver Melbourne a genuine east-west alternative to the West Gate Freeway. Regional highway upgrades (RHU) RACV supports completion of the final stages of the major highway bypass and duplication projects within the short term. This includes the Western Highway to Stawell, Princes Highway East to Sale, and Princes Highway West to Colac. AusRAP The Australian Road Assessment Program has star rated the inherent safety of Victoria s major high network. Of the 2,885 kilometres of Victoria s national highway network classified from one-star (least safe) to five-stars (most safe), just two per cent of the Victorian rural highway network has the maximum five-star rating. 24 per cent is rated at less than three-stars. RACV calls for all existing sections of the National Highway Network to be upgraded to achieve a minimum AusRAP safety rating of three-stars. Newly constructed sections of highway should achieve a safety rating of no less than four-stars. RACV proposes that an investment of approximately $580 million, on projects with a benefit-cost ratio greater than one, would achieve the minimum three-star standard on Victoria s major highways. This would save an estimated 2,800 people from serious injury or death on those roads over the next 20 years. Greater investment in on road Public Transport Investment in the necessary operational, service and infrastructure improvements to enable our tram and bus networks to better service the transport needs of Victorians, particularly in cross town movements. An example is the Central city tram network extensions to E-Gate and Fishermans bend (CCT). Greater investment in facilities to support active travel The specific needs of cyclists and pedestrians must be taken into stronger consideration in the design of roads and new developments. Planning frameworks should ensure locations such as train stations, tram stops and bus stops are connected to the footpath network and the cycling network. Medium term projects Shepparton Bypass In the medium term, RACV calls for commencement of the Shepparton Bypass, to at least a four-star standard, from Karramomus Road to Congupna. An ongoing program of works in outer Melbourne RACV supports the delivery of an ongoing program of works to address the transport backlog in outer Metropolitan Melbourne RACV s Outer Melbourne Growing Pains report (2012) provides the key improvements needed. An ongoing program of works in Victoria s regional cities

10 A package of works is needed to address existing road and public transport deficiencies in Victoria s regional cities as identified in RACV Regional Growing Pains (2014) Ongoing program for level crossing removals RACV strongly supports the current government s commitment to remove 50 level crossings over an eight year period. Ultimately RACV would like to see an accelerated and ongoing program to remove all level crossings on the electrified train network. Melbourne Airport Rail link A dedicated fast rail line between Melbourne Airport and the city is vital to cope with the increasing passenger demands to and from Melbourne Airport. Metro Rail 2 planning RACV strongly supports the Metro Rail project which is currently underway. We recognise however, that there will be further capacity and efficiency improvements needed to support the rail system in the future and support planning to commence for the upgrades needed. Long term priorities High speed freight/ passenger rail link from Melbourne to Brisbane Given the increase in freight movements forecast for Victoria, in the longer term, consideration should be given to the need for a high speed rail link to connect major cities along the east coast of Australia. Outer Ring Road (OMR) In the longer term, a second ring road around Melbourne should be considered, to better service the rapidly growing population in the city s outer and peri urban fringes. It is noted that majority of the above projects are included in the Options Paper and it is important to recognise that many of them serve to address a number of the four identified needs in the Paper. 7 Project Evaluation RACV believes the current approaches to project evaluation are too simplistic and that reforms are needed to ensure the true costs and benefits of a project are captured. Firstly it is critical that a clear strategy is put in place whereby a problem is identified and a range of possible solutions are explored. It is important that corridor solutions are developed for each project. The calculation of a benefit cost ratio (BCR) for the direct costs and benefits of the corridor solution should be calculated and this needs to incorporate the wider social, economic and environmental benefits of the proposal. An agreed national approach is also required to ensure consistencies in how these broader benefits and trade-offs are calculated. It is critical that the processes used and assessments made are transparent. 8 Funding and Financing The sheer magnitude of the infrastructure and service problem faced by Victoria shows that more than the existing drip feed of annual budgets is required. A different approach is required and RACV is pleased that funding and financing options are being considered as part of Infrastructure Victoria s 30 year strategy. RACV has repeatedly called on the State Government to work with the Federal Government to develop a long term investment strategy for transport projects one that commits to an ongoing

11 program of works by engaging with the private sector to deliver the necessary projects. That investment strategy should show how a long term transport infrastructure plan for Victoria will be financed and funded and would include the following: Securing financial support from the Federal Government, including proposing the establishment of a National Transport Infrastructure Investment Fund; Long term borrowing at a State and Federal level to fund infrastructure; Engagement of the private sector through Public Private Partnerships; Value capture arrangements based on development opportunities; and Taxation reform, including motoring taxes. Victoria simply cannot afford to continue on the current path and see only a handful of projects built each year for the next 20 years.

12 9 Reform of road pricing and a user charging model RACV is acutely aware of the concerns Victorians have about the high cost of motoring as the State and Federal Governments continue to tax motorists heavily. Our research has found that members are concerned by the multitude of taxes on fuel, including Federal fuel excise, GST and the State-based charges such as registration and stamp duty and the Federal taxes including import duties and the luxury car tax. Importantly, 89% of Victorians believe that the majority of the revenue from fuel excise should be spent on transport infrastructure. The reality is starkly different. Significantly less than one-half of the existing revenue from fuel excise is currently spent on transport projects. The other key funding issue is that fuel excise itself is becoming unsustainable as a source of revenue for the Government. Vehicles are becoming ever more fuel-efficient and the adoption of hybrid and other alternative vehicles, especially electric vehicles is increasing. This is good news for consumers and the environment, but the eventual result will be a plateauing and then a decline in the revenue from fuel-excise. We are already seeing this happening. A new system of charging for road use will need to be found and the planning for what is needed must start now. Many countries around the world are moving to trial various systems of charging for road use similar to the way we are charged for gas, electricity and water. These systems have an access charge and a usage charge based on consumption. RACV believes that Federal and State Governments in Australia need to commit to reform of motoring taxation and we are prepared along with our sister clubs and the Australian Automobile Association to discuss options with the Governments. One of the key options is to abolish fuel excise and the other government charges in favour of a new road user charging system which would be structured along similar lines to the utility charging system that already exists. A critical part of any new charging system is that all of the revenue from the user charge would be reinvested in road and public transport improvements. There should be a clear link between the taxes paid by motorists and government investment in transport infrastructure. RACV, together with Infrastructure Partnerships Australia (IPA) have produced a Discussion paper outlining a proposed way forward on this issue ( The development of a new road user charging system should be conducted in a transparent way, and include trials of different models. Trials and transparency will be critical for public acceptance, including how the revenue raised will be allocated to fixing transport issues. 10 Conclusion The ongoing and consistent delivery of transport infrastructure in Victoria has long suffered due to the short-term planning and infrastructure policies tied to budget and Government electoral cycles. RACV has long supported the development of a longer term strategy for Victoria and welcomes Infrastructure Victoria s comprehensive approach to understanding and addressing the future needs of Victorians. It is critical is that the State has a plan that is agreed upon by the major parties so that political decision-making is restricted to only prioritising what is funded and when, from the activities and projects within the agreed strategic plan. The ongoing development of plans consumes significant resources within Government and delays the implementation of actions to the detriment of Victoria. RACV strongly believes that there should be multi-party support for Infrastructure Victoria s long term strategy and a commitment towards an investment strategy that will support its delivery. It is also essential that Infrastructure Victoria works closely with Infrastructure Australia to ensure State and National priorities are aligned.