-1948 VIOT!ORIA
VEHICULAR TR-AFFIC CENSUS
AN APPENDIX T() rfHE J_t\NNUAL REPORT
OF THE
~r()\VN ANJ) (j()lJNTft\T PLANNING BOARD
FOR THE PERIOD
1sT J[LY, 1~)46, TO 30TH J[~E, 1947
PRESENTED TO BOTH HOUSES OF PARLik\IENT PURSUA};"T TO SECTION 4 (8) OF THE TOWN AND COUNTRY PL4.~""XING ACT 1944
[Appmtimate Oost of Rcpori.-Preparation-not given. Printing (700 copies) £170.].
~11 6\nihortt!.! · J. }. GOURLEY, GOVERNMENT PRINTiR, MELBOIJRNE. No. 81 [2s.].-7876/48.
Town and Country Planning Board.
VEHICULAR TRAFFIC CENSUS.
(This Report is the Appendix to the Second Annual Report of the Board.)
During the year, the Board was asked to express its opinion on various metropolitan improvements, especially those relative to traffic. In the light of changes during the last twenty (20) years, the Board was reluctant to give an opinion, since the traffic system of a large city is of such magnitude and complexity that it is impossible by observation alone to gauge accurately its volume and direction of movement at numerous points simultaneously. It was considered essential to obtain a comprehensive survey of all traffic movements before proposals of a satisfactory nature for the removal of bottlenecks, the creation of new roads and bridges, and the improvenwnt of road facilities generally could be advanced. When asked for an opinion, therefore, as to where the next bridge over the River Yarra should be located, the Board felt that it could not make a satisfactory recommendation without having at its disposal the facts gleaned from a comprehensive traffic census of Melbourne and suburbs. Consequently, on tendering this advice, authority for the conduct of the traffic census, similar to that conducted in 1926, was received by the Board on 20th November, 1946. Due to the fact that most of the Councils were in recess, very little could be done until they resumed about the end of January. A Committee to conduct the census was then formed of representatives of the Victoria Police, Country Roads Board, Public Works Department, Melbourne City Council, Municipal Association of Vietoria, Royal Automobile Club of Victoria, and members of the Board. The Chairman and Secretary then made personal visits to each of the twenty-two (22) municipalities in which checking points were to be established. Appointments with the Mayor, wherever possible, were made in order to place the matter before the Councils at the highest level and, thereby, ensure the greatest co-operation possible. The suburban census was conducted on Thursday, 6th March, between the hours of 6.30 a.m. and 6.30 p.m., and fresh counts were taken at half-hourly intervals. In all, some 500 men, including 60 members of the Victoria Police, were engaged in conducting the census at some 111 different intersections throughout the suburban area. At all but six (6) of these intersections, the census was conducted by means of visual counts by checkers stationed at selected points where the direction of traffic could best be observed. The information was recorded on specially designed sheets, a sample of which is reproduced. The count of each of the six (6) different junctions, namely, St. Kilda, Camberwell, Haymarket, lVIoonee Ponds, Elsternwick, and South Melbourne, was achieved by means of a system of coloured cards. A coloured card was used for each of the five or six streets comprising the intersection. As a vehicle approached the intersection, the driver was handed a card on which the type of vehicle and the half-hour of the day were marked ; the card was collected in the street by which the vehicle left the intersection. The necessity for this type of check will be realized when it is pointed out that, at the junction of six streets (e.g., Haymarket Junction), there are 30 different directions of traffic to record. Even at an ordinary intersection of two cross street, there are twelve (12) directions of traific to record. A sample of the type of card used is also reproduced. At each of these six (6) junctions, it was necessary to have members of the Victoria Police Force on duty in order to control the traffic and slow down, but not stop, vehicles as they passed the checking points. Before the census, newspaper and radio publicity was given so that drivers would be aware of census requirements. 4
The city census was conducted on Thursday, 13th March, when the same hours and counting periods as used in the suburban census were observed. Some 230 men, including 120 members of the Victoria Police, were engaged on this day when a card system. was used entirely. AB a vehicle approached any one of the thirty-four (34) entrances to the city, the driver was caused to slow down, but not stop, and accept a card on which the type of vehicle and the time of issue had been noted. Whilst in the city, he was asked to mark on the card the suburb from which his journey commenced, and the suburb in which the journey was to end. If he stopped for any length of time inside the city proper, he war; asked to indicate on a ;;;mall map the approximate places in which he parked. As the driver left the city, he handed in his completed card. The Board is pleased to record that, of about 06,000 cards given out, approximately 88,000 were colleeted. These figures do not include trams and buses operated by the Melbourne and Metropolitan Tramways Board. The Country Roads Board performed a valuable service in conducting a seven (7) day census on the five (5) city bridges-Spencer-street, Queen's, Prince's, Morell, and Hoddle. As a result, the daily fluctuation in traffic crossing these important arteries was ascertained. The Victorian Railways agreed to undertake the tabulation and collation of all the statistics gleaned from the city census and from the card check conducted at the six (6) main junctions on the day of the suburban census. The information on the cards was coded at the offices of the Board, and operators in the statistical Accounting Section of the Victorian Railways transferred this information on to punched cards. The analysis of the information was then obtained by mechanical sorting and tabulation. The Board appreciates the ready assistance given by the staff of the Victorian Railways, particularly as it involved work at night,. Trams and buses operated by the Melbourne and Metropolitan Tramways Board were not recorded during the census as the information desired was obtainable from the official time-tables. The Board wishes to record its appreciation of the manner in which the Melbourne and Metropolitan Tramways Board co-operated in compiling the lengthy and detailed statement asked of it. The Board also wishes to record its appreciation of the assistance rendered by the Councils of the municipalities concerned in the provision of at least half of the number of men required, and of the assistance, in the form of man-power, given by the various Government Departments, semi-government authorities such as Country Roads Board, Melbourne and }1etropolitan Board of \Vorks, Melbourne Harbour Trust, members of the architectural profession, and public spirited bodies such as the Vacuum Oil Company Pty. Ltd. Valuable assistance was rendered by the State Electricitv Commission in placing at the disposal of the Board two fully-staffed mobile canteens," which toured the checking points and served refreshments to the men on duty. The census of Melbourne and suburbs was conducted with a view to obtaining the following information:- Suburban Traffic.-The volume, classification, direction, and time of travel of all wheeled traffic across all the most important intersections and bridges. City Traffic.-The origin and destination of all kinds of wheeled traffic passing through the city business area, together with details of- (a) the time it crossed the points of entry and exit, the time it remained in the city and the places where parking space was needed most; (b) the volume and classification of such traffic ; (c) the direction of its travel to and from and through the city business area.
SUBURBAN CENSUS. The suburban section embraced 111 points at which 1,077 different directions of traffic were recorded. On completing the dissection and tabulation of the records obtained, it was found that 88:3 825 vehicles, including 47,924 trams and tramway buses, had crossed the interseeti~ns and bridges where counts had been taken during the twelve hours from 6.30 a.m. to 6.30 p.m. In 1926, there were 373,416 vehicles recorded at 87 checking poi1its when 766 different directions of traffic were noted. SUBURBAN TRAFFIC SUKVEY CA.N\6E R.WlLL JUNCTION
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TOWN AND COUNTR.Y PLANNING BOARD 5
The percentage of each type of vehicle compnsmg this total, as contrasted with results obtained from a similar census in 1926, were :-
1047. 192G.
Cars and taxi;; 49·!) 37•4 Light trucks 11·4 >- 17•0 Heavy trucks 14•0 Buses and coaches 1·2 j ·4 Motor cycles 3•8 7•1 Bicycles .. 13·2 1!:1'7 Horse-drawn 1 •1 14•5
Trams '~. 6 (i· 9 Tramway buses .. ·8 !l lQ()'(j I 100•0 ' ·whilst this represents the percentage of the total traffic checked, the proportions of vehicles of each class often varied considerably in some localities. Attention is drawn to the almost complete elimination of the horse-drawn type of vehicle during the intervening 20 years since the previous census. Whilst motor-driven commercial vehicles now comprise 25 · 4 per cent. of total traffic as against 17 per cent. in 1926, a great proportion of this increase is due to the replacement of the horse-drawn type of vehicle by the motor-driven type. A considerable increase in the proportion of private cars and taxis as compared 'vith the position in 1926 will be noticed. Whilst the proportion of bicycles to total traffic has varied little, the proportion of motor cycles to total traffic has been reduced to about half of that noted in 1926. Although the number of trams and tramway buses operating in the metropolitan area has increased enormously in the 20 years since 1926, the proportion that this type of traffic bears to total traffic is slightly lower than it was in 1926. The map, which is reproduced herewith, shows graphically the results of the suburban census of 6th March, 1947, as contrasted with the results of the suburban census conducted on 25th November, 1926. The width of the lines along the routes indicates the proportion of vehicles which used those thoroughfares during the twelve (12) hours on each of those particular days, the vast increases being clearly shown.
IMPORTANT ROAD JUNCTIONS. At the undermentioned six (6) intersections the traffic was of such magnitude and complexity that a system of cards had to be used so that the desired information could be obtained :-- (1) Camberwell Junction ; (2) Elsternwick Junction; (3) Haymarket Junction; (4) Moonee Ponds Junction; (5) St. Kilda Junction; (6) South Melbourne Junction. Five (5) of these intersections had been the subject of a similar type of count during the 19.26. census,. and the difference in the volume of traffic in the intervening twenty (20) years 1s mterestmg to note. 6
Camberwell Junction.-Whilst in 1926 it was ascertained that 6,232 vehicles crossed the intersection during the twelve (12) hours of the census, the number in 1947 had risen to 12,528-an increase of 101 per cent. The percentages of the various types of traffic were:- 1947. Cars and taxis 55·5 Light trucks 19·5 Heavy trucks 1·4 Buses and coaches 1·1 Motor cycles 4·4 Bicycles 12·6 Horse-drawn ·5 Trams 5·0 100.0%
Elsternwick Junction.-In 1926 the number of vehicles crossing the intersection during the twelve (12) hours of the census, was 6,355. The number in 1947 was 12,628, an increase of nearly lOO per cent. The percentages of the various types of traffic were:- l94i. 1926. Cars and taxis 58·2 50·9 Light trucks 9·Tl_ 17·1 Heavy trucks 14·0f Buses and coaches 1·2 Motor cycles 3·5 * Bicycles .. 8·8 13·3 Horse-drawn ·4 11·8 Trams 4·2 6·9
100·0% 100· 0°/.:0 * Included in cars and taxis. Haymarket Junction.-The number of vehicles crossing this intersection in 1926 was 13,496. In 1947, the number was 20,552--an increase of 52 per cent. The percentages of the various types of traffic were :- 1947. 1926. Cars and taxis 46·7 43·8t Light trucks 12·8l_ 19.1 Heavy trucks l4·4f Buses and coaches ·6 Motor cycles 4·4 t Bicycles .. 14·1 12·2 Horse-drawn ·9 16·3 Trams 6·1 8·6 -- 100·0% 100·0~~ t Motor cycles ineluded in cars and taxis. Moonee Ponds Junction.-.Jn 1926 5,758 vehicles were recorded as having crossed the intersection in twelve (12) hours. In 1947 the number was 11,492-an increase of 99 per cent. The percentages of the vanous types of traffic were :- 1947. Cars and taxis 42·8 Light trucks 11·2 Heavy trucks 12·9 Buses and coaches 3·8 Motor cycles 4·8 Bicycles 18·7 Horse-drawn 1·1 Trams and tramway buses 4·7 -- 100·0% 7
St. Kilda Junction.-The number of vehicles crossing this intersection in 1926 was 10,266, whilst in 19·17 the vehicles numbered 19,415-an increase of 89 per cent. The percentages of the various types of vehicles were : ~ 1947. 1926. Cars and taxis 59·9 60·4 10·61_ Light trucks 15·8 Heavv trucks 12·9f Buse; and coaches ·2 Motor cycles 3·1 * Bicyclesv .. 4·9 7·4 Ho;se-drawn ·3 7·2 Trams and tramway buses 8·1 9·2 100·0% 100·0% * Incluued in can; and taxiK.
South ilielbourne Junction.~This intersection comprises City-road, Hanna-street, Moray-street, and Queen's Bridge-street. It was not the subject of a card check in 1926, but, in 1947, it was found necessary to use the card system. It was ascertained that 16,370 vehicles crossed the intersection during the twelve (12) hours of the census. The percentage of the various types of vehicles were:~ 1947. Cars and taxis 51·4 Light trucks 15·0 Heavy trucks 18·0 Buses and coaches ·1 .i\-Iotor cycles 2·3 Bicycles 7·2 Horse-drawn 1·2 Trams and tramway buses 4·8 100·0% These partieular junctions have many different directions of traffic to record. At St. Kilda Junction, there were 42, whilst at each of the other five junctions, there were 30 different directions. At ordinary intersections, i.e., the junction of two streets, there were twelve (12) different directions to record, as will be seen from the illustration hereunder :-
TllAFF IC CENSUS Diagram of R.ight An~led intersection
VVEST
...... ----~ --- lEFT MA..NO TUii..N
C:HfCIONO POJNT e
SOUTM The large increase in the traffic at the six (6) junctions previously referred to is reflected in the individual streets comprising those junctions, and in other roads carrying traffic from and to these points of checking. 8
SUBURBAN TRAFFIC SURVEY SYDNEY ROAD BRUNSWICK ·r
: I . 3360 I
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SUBUI\BAN TR.AFFIC SUI\.VEY CHART SHOWING VOLUME OF TRAFFIC IN MAJOR SUSURSS • ~URVE.YS TAKEN IN 19Z6 AND 1947] COLlECTION POINTS - • SCALE OF VEH ICLE.S TRAFFIC VOLUME ·19Z6 - UOOO VEHICLE.S IN 12 HOUilS] "I I ... 0P""" 10 20 30 40 TRAFFI C VO LUME. •1947 5
PLAN SY TOW N AND COUNTR-Y PLANNING 60AR.D • VIC ~ 9
" BOTTLENECKS." A feature of the results was the information obtained regarding the " bottlenecks" whieh impede the flow of traffie from and to the city area. Sydney-road, Brunswick.-From the diagram reproduced herewith, it will be observed that, since 1926, traffic using this thoroughfare has inereased by 52 per cent. just north of Park-street, and 111 per cent. just north of Bell-street. In 1926, this street was the most congested 66-ft. street in the metropolis, but no widening scheme has yet been brought forward nor has an alternative route been developed, as was recommended by the Metropolitan Town Planning Commission in 1929. High-street, St. Kilda.-This thoroughfare, which attracts most of the traffic proceeding to and from southern suburbs across the St. Kilda Junction, was found to have carried 9,420 vehicles during the twelve (12) hours of the census. Because of the development of Punt-road and Queen's-road as main traffie routes, St. Kilda-road (3 chains wide) carried only 9,401 vehicles-less than High-street, which is only 66 feet wide. In 1926, the position was very different, St. Kilda-road carrying 7,513 vehicles as against only 5,503 in High-street. Bridge-road, Richmond.-During the twelve (12) hours of the census, 10,749 vehicles were found to have traversed the narrow portion of this thoroughfare between Hoddle-street and Church-street, as against 6,649 in 1926. The peak hour of traffic in this 66-ft. street was between 8 a.m. and 9 a.m., when 818 vehicles proceeded in a westerly direction, and between 5 p.m. and 6 p.m., when 770 vehicles proceeded in an easterly direction. Victoria-street, Richmond.-The number of vehicles using this thoroughfare varied from 8,207 at Victoria Bridge to 11,727 at Hoddle-street, as against 3,647 and 6,110 respectively in 1926. The morning peak was between 8 a.m. and 9 a.m., when 726 passed from Victoria-street to Victoria-parade, and the evening peak was between 5 p.m. and 6 p.m., when 765 moved in the opposite direction. ll1t. Alexander-road, Ascot V ale.-At Flemington Bridge, there were 8,359 vehicles recorded as passing along Mt. Alexander-road in both directions during the twelve (12) hours of the census, as against 4,264 in 1926. At Yloonee Ponds Junetion, there were 7,255 vehicles which used the narrow portion of Mt. Alexander-road, as against 3,579 in 1926. MAIN THAFFIC HOUTES. Important roads and thoroughfares to which particular attention is drawn, are:- St. Kilda-road.-\Vhilst St. Kilda-road has not shared the large increase in traffic at the St. Kilda Junction to the same degree as other constituent roads, it nevertheless still plays an important role in the circulation of the daily traffic entering and leaving the city. Just north of the Junction, it was found to carry 9,401 vehicles as against 7,513 in 1926, whilst at Grant-street (Prince Henry's Hospital) it carried 16,469 vehicles as against 14,197 in 1926. It will, therefore, be seen that this thoroughfare continues to intercept a fair proportion of traffic from High-street, Commercial-road, and Toorak-road. Queen's-road and Roads through Albert Park.-The opening up of Queen's-road and the two roads through Albert Park (one on either side of the Lake), has greatly relieved the pressure that would assuredly have otherwise been concentrated on St. Kilda-road. Queen's-road carried 3,638 vehicles to and from St. Kilda Junction in the twelve (12) hours of the census, whilst the roads through Albert Park carried 4,718 vehicles at the point where they merge just north of Fitzroy-street. Toorak-road, South Yarra.-\Vhilst the number of vehicles entering and leaving Toorak-road at St. Kilda-road has only risen from 2,902 in 1926, to 3,515 in 1947, the number of vehicles using Toorak-road just west of Chapel-street has risen from 3,624 in 1926, to 6,489 in 1947. It is, therefore, clear what an important artery Punt-road has become since the opening of the Hoddle Bridge, since it interchanges almost half of the traffic using Toorak-road at Chapel-street. Punt-mad.-\Vith the opening of Hoddle Bridge, which carried 10,136 vehicles, this road assumed an important role in dealing with traffic between northern and southern suburbs, as well as traffic entering and leaving the city at the eastern end. This is the longest straight road in the metropolitan area, and, despite the narrowness of the road pavement between 'l'oorak-road and the river and the steep grade, Punt-road, south of the river, carried 5,232 vehicles during the twelve (12) hours of the census. Just north 10 of Swan-street, Punt-road carried 15,056 vehicles, of which 7,959 used Brunton-avenue as a means of entering and leaving the City. Just south of Bridge-road, 6,539 vehicles were recorded in Punt-road, whilst Hoddle-street, its continuation north of Bridge-road, carried 8,013 vehicles at a point just south of Victoria-street. Apart from providing the closest by-pass to the city on the east, Punt-road, in various sections, intercepts and distributes more traffic in varying quantities than any other road. Alexandra-avenue.-Whilst Alexandra-avenue is an unimportant road at its junction with St. Kilda-road, east of Hoddle Bridge it carried 7,682 vehicles during the twelve (12) hours of the census. Of these vehicles, 4,864 used Hoddle Bridge, whilst 2,818 used Alexandra-avenue west of the Bridge, as a means of approaching and leaving the city, mainly via Jeffries-parade. Six thousand eight hundred and fifty-one vehicles were registered as using Alexandra-avenue at Cremorne Bridge, as compared with 3,057 in 1926. The large increase is due to the opening of the Hoddle Bridge, the roadway improvements following reconstruction of the Cremorne Bridge, and the improvements to the Coma Park-road effected in the early 1930's. Wellington-parade.-The number of vehicles recorded in ·wellington-parade, just west of Punt-road, was 10,450 as against 6,437 in 1926. A large amount of eastern suburbs traffic uses this thoroughfare even though it means traversing the "bottle-neck" in Bridge-road. Closer to the city, it attracts additional southern suburbs traffic coming via Brunton-avenue from Hoddle Bridge. Brunton-avenue.-This wide limited-access road skirting the Melbourne Cricket Ground provides a quick means of travelling to and from the eastern end of the city. Its popularity can be seen from the fact that it carried 7,959 vehicles between Punt-roail and Wellington-parade during the twelve (12) hours of the census. Brighton-road.-Outside St. Kilda Town Hall, near Carlisle-street, 9,422 vehicles were registered in Brighton-road, as against 5,087 in 1926. At Elsternwick Junction, 8,976 vehicles were registered in Brighton-road, as against 3,910 in 1926. Point Nepean-road.-At Elsternwick Junction, 7,221 vehicles were registered in Point Nepean-road, as against only 1,517 in 1926. At the junction with Hampton, Bay, and Milroy-streets, Point Nepean-road carried 6,654 vehicles as against only 1,858 in 1926. The extensive development of the southern suburbs is clearly reflected in these figures. Dandenong-road, Windsor-Cauijield.-During the twelve (12) hours of the census, 7,166 vehicles were registered at a point just east of Chapel-street, as against 2,899 in 1926. In Dandenong-road, just west of Hawthorn-road, 7,700 vehicles were registered, as against 2,780 in 1926. At the junction with \Vaverley-road, 7,487 vehicles were registered, 3,046 traversing \Vaverley-road and 4,441 traver~ing Danden?ng-road. These figures demonstrate the development that has taken place m the Oaklmgh-Malvern area in recent years. Burwood-road.-The big increase in the traffic using Bridge-road is reflected in the number of vehicles using Burwood-road as a normal means of communication between the city and eastern suburbs. At Hawthorn Bridge, Burwood-road carried 7,271 vehicles during the twelve (12) hours of the census, as compared with 3,624 in 1926. Just south-east of Camberwell Junction, Camberwell-road carried 4,813 vehicles, and this road is the natural continuation of Burwood-road through Camberwell. Ba·rker's-road.-Just east of Church-street, there were 4,868 vehicles registered in Barker's-road; just west of the intersection, there were 7,555 vehicles recorded due to the interchange of traffic .with. High-street. Th!s compares. with 1,682. and 3,647 vehicles respectively at these pomts m 1926. Barker s-road carnes a considerable amount of eastern suburbs traffic. Heidelberg-road.-This road carried 6,146 vehicles to and from Queen's-parade and :Hoddle-street across the level crossing at Clifton Hill Railway Station, as against 3,592 in 1926. At Station-street, Fairfield, the number of vehicles checked totalled 6,976, as against 3,091 in 1926. At the railway bridge at Iyanhoe, 4,408 vehicles were registered, 2,861 traversing the Upper and 1,547 the Lower Hmdelberg-road, as against 1,388 and 686 respectively in 1926. High-street, Northcote.-Just south of Dundas-street, 5,985 were recorded m High-street during the twelve (12) hours of the census, compared with 3,560 in 1926. 11
New JJ'ootscray-road.-The opening up of the new roadway through Dudley Flats has resulted in most of the increase in western suburbs traffic being borne by this road. Napier-street Bridge over the Maribyrnong river, to which the road leads, carried 10,026 vehicles during the twelve (12) hours of the census, as compared with only 2,664 in 1926, when the least direct road from Dudley-street was in use. Williamstmon-road.-Due to the development that has taken place in the Fishermen's Bend area of recent years, a very large increase was noted in the traffic carried by Williamstown-road and N ormanby-road, its continuation to the city. At the junction with Ingles-street, Williamstown-road carried 3,708 vehicles and Normanby-road 5,072. Only a very small amount of traffic used this route in 1926 because the route to "\Villiamstown entailed crossing the river by ferry. Notwithstanding the additional and improved facilities that have been provided since 1926 by the construction of the Spencer-street and Hoddle Bridges, and New Footscray-road, large increases in traffic, amounting up to 100 per cent. in many cases, have been noted in thoroughfares where comparisons with 1926 figures have been possible.
LEVEL CROSSINGS. Another feature of the census was the information obtained relative to the manner in which the flow of traffic is impeded by railway gates at certain level crossings. In 1927, a study of the closures at the Newport railway gates showed that, during a period of twelve (12) hours, they were closed to traffic for a period of 7 hours 21! minutes. On the occasion of the 1947 census, the only similar check was made at the Graham-street (Port :Melbourne) crossing when it was found that, during the twelve (12) hours, the gates were closed to traffic for 5 hours 40 minutes. Extensive delays to traffic also occur at other gates where important roads cross busy railway lines, such as at Clifton Hill, Burnley, Macaulay, and Napier-street (Footscray).
BRIDGES OVER THE YARRA. The following statement will show the important role that the undermentioned bridges over the River Y arra play in the daily circulation of traffic throughout the metropolitan area, and the extent to which some are overtaxed :- Church-street (Prahran-Riehmond) 5,926 vehicles in 12 hours Johnston-street (Collingwood-Kew) 3,824 vehicles in 12 hours Victoria-street (Richmond Kew) 8,207 vehicles in 12 hours Hawthorn . . 9,870 vehicles in 12 hours "\Vallen-road (Richmond-Hawthorn) 4,586 vehicles in 12 hours
BRIDGES OVER THE MARIBYRNOXG RIVER. Bridges over the l\'Taribyrnong River also play an important part in copmg with western suburbs traffic, as will be seen from the following statement :- Dynon-road 4,786 vehicles in 12 hours X a pier-street 10,026 vehicles in 12 hours Smithfield-road 4,350 vehicles in 12 hours 12
CITY CENSUS. 1. TOTAL TRAFFIC IN TYPES OF VEHICLES. The total traffic entering and leaving the city proper was 186,652 vehicles, an increase of 62 · 4 per cent. over the traffic recorded during a similar census in 1926. A comparison of present day traffic with the composition of traffic in 1926 shows the following changes :- (a) The almost complete elimination of horse-drawn vehicles which constitute only 1· 5 per cent. of total traffic as against 20· 6 per cent. in I926. (b) The substantial rise in the percentage of private cars entering and leaving the city area ; vehicles of this type total 91,309 and represent 48· 9 per cent. of total traffic as against 36 · 3 per cent. in 1926. (c) The increase in commercial motor vehicles, replacing the horse-drawn type, of 11· 4 per cent. over the 1926 figure ; nearly two-thirds of these vehicles are of the heavy type. (d) The diminution in the proportion of total traffic comprising motor cycles and bicycles to 10·9 per cent. as against 14·5 per cent. in I926. (e) The very small percentage of total traffic that comprises public transport, i.e., trams and tramway buses ; only 6· 6 per cent. of total traffic is represented by these vehicles as against 8 · 2 per cent. in 1926. The proportion of this traffic to total vehicular traffic has diminished, although in volume it has increased some 26 per cent. This development has several notable aspects, but especially it shows the efficiency of the public transport system when the number of people transported is considered in relation to the proportion this t,ype of traffic bears to all other types. 2. TOTAL INWARD AND OUTWARD TRAFFIC. This statement shows in numerical and percentage form the part each particular inlet plays in coping with the normal daily traffic that enters and leaves the city proper. The araph appended hereto shows by length of column the comparison between the volu~e of traffic in 1947 as against 1926. Particular attention is drawn to- (a) the relatively unimportant role being played by Alexandra-avenue; the Swan-street Bridge may affect this position. (b) the very heavy concentration of traffic on Spencer-street Bridge which, although not constructed until after 1926, now carries more vehicles than either Queen's or Prince's Bridge, and bears the burden of the heavy commercial type of vehicle. Despite this, Prince's and Queen's Bridges still carry as many vehicles as they did in 1926. (c) the comparative evenness of the flow of the traffic into the city through the nine northern entrances as compared with the eoncentration on the three southern inlets, Prince's Bridge, Queen's Bridge, and Speneer-street Bridge. (d) the large volume of traffic using Wellington-parade and Wellington-parade South and coming from eastern suburbs and southern suburbs via Hoddle Bridge and Brunton-avenue.
3. SUBURBS OF ORIGIN OF CITY TRAFFIC. Exeluding trams and tramway buses, it was found that traffic entering the city came from the suburbs in the following proportions:- 01 /o Southern 36·0 Northern 32·6 Eastern 16·1 Western 15·3
100·0 13
4. LENGTH OF TIME VEHICLES REMAIN IN CITY. Excluding public transport, it was found that 46 ·1 per cent. of vehicles entering the city left again within the same half-hourly checking period, whilst a further 25· 4 per cent. left in the succeeding half-hourly checking period. Many of the vehicles comprising the 25 · 4 per cent. referred to could have been in the city area much less than half an hour since vehicles entering the city at, say, 9.55 a.m. would be marked as entering at half-hour 9.30-10.00 and vehicles leaving the city at, say, 10.10 a.m. would be marked as leaving at half-hour 10.00~10.30. On this basis, it is reasonable to believe that perhaps half the number of vehicles comprising this 25 · 4 per cent. were, in fact, in the city area less than half an hour, making a total of 58· 8 per cent. of the traffic entering and leaving the city within half an hour. Whilst some of these vehicles may have stopped for a few minutes in the city, it is highly probable that at least 90 per cent. of them comprised through traffic. This means that some 45,000 vehicles entered the city area merely for the purpose of passing through it so as to reach destinations on the opposite side of the city from where the journeys originated. This contention is borne out by an examination of the diagram showing the manner in which traffic entering the city at individual points is dispersed through other points. In particular, attention is drawn to- (a) the large volume of traffic entering the city over Prince's Bridge and proceeding directly up Swanston-street to northern outlets, and a similar position which arises in respect of traffic in the opposite direction; (b) the large volume of traffic entering the city over Spencer-street Bridge and proceeding directly (1) to northern outlet points, and (2) to the wharves.
5. DISrrRIBUTION OF VEHICLES STOPPING IN CITY. The drivers of some 45 per cent. of the vehicles that made calls in the city indicated on the cards the places in the city area where they had parked their vehicles. From the accompanying statement, it will be seen that the greatest number of vehicles is concentrated between \Villiam-street and Swanston-street. The areas have been determined by lines drawn north from Prince's Bridge and Queen's Bridge. A special study was made of the parking requirements of vehicles entering the city over P.·ince's Bridge and Queen's Bridge with the following results:- (a) Of the cards given out in streets leading to Prince's Bridge, and having city destinations marked thereon, 64 per cent. indicated that parking space was required west of Swanston-street, whilst only 36 per cent. required space east of Swanston -street ; (b) Of the cards given out in streets leading to Queen's Bridge and having city destinations marked thereon, 90 per cent. indicated that parking space was required 'lVest of Swanston-street, whilst only 10 per cent. indicated that space was required east of Swanston-street. Whilst the number of cards referred to would not embrace all vehicles entering via these two bridges and requiring parking space in the city, it is indicative of the fact that most of the traffic over these bridges has as its city destination the area west of Swanston-street.
USE OF ROAD SPACE BY PUBLIC AND PRIVATE TRANSPORrr. As additional information relative to a comprehensive census of the city traffic, the Melbourne and :Yietropolitan Tramways Board kindly undertook a census of the number of passengers earried into and out of the city business area at each of the checking points. It was ascertained that in twelve hours, between 6.30 a.m. and 6.30 p.m., trams and buses operated by that Board carry into the city some 204,000 passengers, and carry out of the city some 193,000 .passengers. The Melbourne City Engineer kindly arranged a recent census at various citv outlets of the number of persons, including drivers, carried by private cars and/or taxi~, and by light and/or heavy trucks. It was found that 3,723 cars and/or taxis carried 6,252 persons or an average of 1· 68 persons per vehicle ; the number of persons carried by 2,701 light andjor heavy trucks was 3,592 or an average of 1· 33 persons per vehicle, 14
As much emphasis is placed from time to time on the amount of road space occupied by tram cars and thus denied to private motorists, it is int€resting to compare the area occupied by each person carried in a car or taxi with the area occupied by each passenger on a tram. Between 8.30 a.m. and 9 a.m., the number of private cars andjor taxis entering the city proper from Wellington-parade during the recent census was 518. These vehicles carried 972 persons or an average of 1· 88 persons per vehicle. Taking the average area of road space occupied by a car as 90 sq. ft., it is found that each person occupied an equivalent of 48 sq. ft. of road space. During the same half-hour, 22 trams proceeded in the same direction and carried 1,847 persons. Taking the average area of road space occupied by a tram as 420 sq. ft., it is found that each person occupied an equivalent of 5 sq. ft. On Prince's Bridge between 4 p.m. and. 4.30 p.m., it was found that 281 cars and/or taxis left the city area carrying 515 persons, or an average of 1· 83 persons per vehicle. During the same period, 43 trams left the city area carrying 2,375 persons. On these figures, the amount of road space per person carried is 40 sq. ft. in the case of a car, and 8 sq. ft. in the case of a tram. A comparison of off-peak traffic at ..Wellington-parade-Flinders-street Junction, shows that each person carried into the city in a car occupied an equivalent of 56 sq. ft., whilst each person on a tram occupied an equivalent of 7 sq. ft. of road space. A typical study under actual conditions prevailing in the city would be that of traffic passing over Prince's Bridge at the evening peak period and the number of people carried by public and private transport respectively. Prince's Bridge permits of three moving lanes of traffic in each direction, one lane for trams and two for motor and other vehicles, each lane giving approximately 10 feet of road space to the vehicles using it, taking into account clearance room. Between 5.30 p.m. and 6 p.m. on the day of the traffic census, 63 trams, carrying 5,472 passengers, left the city via Prince's Bridge. During the same period, there were 433 private cars andjor taxis included in the traffic leaving the city travelling in the same direction. The average of persons carried by a private car or taxi, including the driver, was found to be 1 · 68 as is mentioned above. The number of people carried by these 433 vehicles was therefore approximately 727. At this time of the day, Prince's Bridge would be regarded as operating at its maximum capacity, having regard to the operation of traffic lights which impede the movement of traffic in Swanston-street for 24 minutes in every 60 available. For every 10 feet of road space occupied, therefore, 36 passengers in private cars were conveyed out of the city as against 547 passengers in tram cars. It is, therefore, apparent that public transport is by far the most economical user of street space when considered in relation to the number of passengers for which it caters.
On behalf of the Committee, J. S. GA WLER, Chairman.
J. D. McNAMARA, Secretary. 15 APPENDIX "A."
CITY CENSUS-TOTAL TRAFFIC IN TYPES OF VEHICLES.
! 1947. 1926.
Of /o % Cars and taxi>" 48•9 36·3
Light trucks 11•3 31•8 Heavy trucks 20•5 !} Buses and coaches •3
:i\iotor cycles 3·3 10•9 Bicycles .. 7•6 I} Horse-drawn
Trams
Tramway buses 1'7 I}
100•0 100•0 i
APPENDIX "B."
CITY CENSUS-TOTAL INWARD AND OUTWARD TRAFFIC.
Point. J.oentinn of Chctking Point. Toll:tl. Percentage.
I St. Kilda-road at City-road 14,124 7•57 2 Sloss-street at City-road 1,255 •67 ~{ Sturt-street at City-road 4,31:\fi 2•35 4 Cit,·-road at 8turt-street. 3,144 1•68 ;) Bri~ht-strect 261'1 •14 ti Alexandra-awnue at St.. Kilda-road 1,41\l •76 7 Jefl'ries·JJarade at Prince's Bridge 2,605 1•40 9 Batman-avenue at Prince's Bridge 3,262 1•75 10 Maffra-street at Riverside-avenue 2,791:\ 1•50 ll Queen's Bridge-street at Whiteman-street 10,123 5•42 12 Whiteman-street at Queen's Bridge-street 1,337 •72 13 Normanby-road at Clarendon-street 10,866 5•82 15 Flinders-~treet Extrusion at Spencer-street 7,261 3•89 16 Spencer-strt>et at J,atrobe-stret>t .'-\,511 4·56 17 King-street at Latrobe-street 4,911 2•63 JH William-Rtreet at Latrobe-street 9,411 5•04 IH Queen-st.reet at I.atrobe-street .. ti,l52 3·30 20 Elizabeth-street at Latrobe-street 9,309 4•99 21 Swanston-street at Latrobe-street 10,010 5·36 22 Russell-street at Latrobe-street .. 5,714 3•06 23 Exhibition-street at Latrobe-street 4,630 2•48 24 Latrobe-street at Exhibition-street 3,526 1•89 25 Spring-street at Lonsdale-street 4,303 2•31 26 Nicholson-street at Alhert-street .. 6,200 3•32 27 Gishorne-street, at Parliament-place 6,446 3·45 28 Wellington-parade at Spring-street 12,976 6•95 29 Wellington-parade South at Flinders-street 3,886 2•08 30 Railways Goods Yard at Spencer-street 1,268 •68 31 Siddeley-street at Spencer-street .. 4,929 2·6·1 32 Latrohe-street at Spencer-street 2,946 1•58 33 Albert-street at Spring-street 4,369 2·34 34 Clarendon-street at Norm!\nhy-road 13,496 7·23 36 Wills-street at Latrobe-street 295 •16 37 Bowen-street at Latrobe-street .. 516 •28
186,652 100·0
Points 8, 14, 35 were located on Prince's Bridge, Queen's Bridge, and Spencer-street Bridge, where additional visual counts were taken to determine the flow of traffic over these bridges. 16 APPENDIX " C."
CITY CENSUS~TYPES OF VEHICLES AT DISTRIBUTION POINTS.
I :If. & :ILT.B. - Car and Heavy I Hth0> atul :.\lot or Jlieyele•. I Hnr..;:e .. Tntal. Taxi>. 1'rm·ks. ('oat•he~. Cyde,. drawn. I Tnuns. J~useo.
I .. . . 4,430 601 661 14l_129 291 388 22 900 . . 7,422 ll5J 2 .. . . 269 56 80 . . 13 70 5 . . . . 493 3 .. . . 1,226 311 343 4 71 231 23 159 . . 2,368 4 .. . . 760 204 3B4 2 41 112 19 . . . . 1,532 5 . . .. 40 11 24 . . 3 33 5 . . . . ll6 6 . . .. 551 61 27 . . 23 24 ...... 686 7 .. . . 839 49 13 . . 47 87 1 . . . . 1,036 8 ...... 9 .. . . 605 161 488 . . 31 112 16 293 . . 1,706 10 . . .. 650 214 388 3 35 94 24 . . . . 1,408 ll .. . . 2,H5 506 518 6 73 190 22 208 483 4,451 12 . . .. 298 119 147 2 15 62 12 . . . . 655 13 .. . . 1,821 534 2,062 34 . 224 664 143 . . . . 5,482 14 ...... 15 . . .. 745 261 1,585 8 43 149 178 . . . . 2,969 16 .. . . 1,744 • 410 1,160 7 162 334 68 . . 141 4,026 17 .. . . 1,026 • 293 527 2 52 377 60 . . . . 2,337 18 .. . . 2,386 707 1,360 15 135 383 49 201 . . 5,236 19 .. . . 1,483 459 632 2 93 263 37 . . . . 2,969 20 .. . . 2,069 590 446 10 247 405 64 662 . . 4,493 21 .. . . 2,065 780 403 17 152 359 56 1,087 . . 4,919 22 .. . . 1,750 304 313 4 95 188 27 . . 342 3,023 23 . . . . 1,543 319 218 4 75 148 35 .. . . 2,342 24 .. . . 884 170 229 1 96 118 17 . . . . 1,515 25 . . . . 1,220 324 386 1 96 154 14 .. . . 2,195 26 .. . . 1,690 317 336 13 103 246 25 . . 569 3,299 27 .. . . 1,944 289 394 9 110 298 24 580 . . 3,648 28 .. . . 4,111 550 1,017 2:1 237 260 43 310 . . 6,552 29 . . . . 1,134 213 135 2 35 64 16 . . .. 1,599 30 . . .. 27 61 419 . . 5 31 104 . . . . 647 31 . . .. 710 272 1,65\J 5 75 268 103 . . . . 3,092 32 .. . . 531 196 356 5 36 91 23 . . . . 1,238 33 .. . . 1,218 200 234 I 52 151 32 . . . . 1,888 34 .. . . 2,850 834 2,041 1 218 618 127 160 . . 6,849 35 ...... 36 .. . . 36 16 31 l 5 23 5 . . . . 117 37 . . . . 99 10 2U 2 57 26 4 . . .. 218 45,199 10,402 19,046 314 3,046 7,0'21 1,403 4,560 1,535 92,526 17 APPENDIX " D."
CITY CENSUS-TYPES OF VEHICLES AT COI,LECTION POINTS.
I I liL & M.T.Jl. I Car and Ught Heavy Hue<" and 1 Motor 1\icyeles. Hm·,e- I. TotaL T~lXi:-. Tru('k~. 'Il'U('k~. foache,.;. Cyde~. I dra.wn. : I •rrams. llu!les. i I j I I 1 . . . . 3,(i·i0 768 5£12 127 266 341 4·1 924 .. 6,702 2 . . .. 465 87 108 . . 18 77 7 . . . . 762 3 . . .. 1,028 250 256 4 71 224 22 l 63 . . 2,018 4 . . .. 845 213 371 l 52 121 9 . . . . 1,612 5 .. . . 67 10 36 . . 5 32 2 . . . . 152 (j .. . . 577 57 31 2 32 33 1 . . . . 733 7 . . .. 1,254 R1 27 . . 76 130 1 . . . . 1,56!-l 9 . . .. 508 143 43l 3 25 107 23 293 . . 1,5Ni 10 .. . . €08 I 224 ::Hl~J 3 29 H6 31 . . . . 1,390 ll . . .. 3,055 GM 1,071'1 10 HI 259 52 201 212 5,672 12 . . . . 329 103 Hif) 1 17 53 13 .. . . 682 13 .. . . 1,704 567 1,881 26 203 581 138 . . 282 5,384 15 . . . . 1,094 395 2,33(i tl fj(j 175 190 . . .. 4,292 Hi . . .. 1,733 519 1,377 5 152 •t·i6 101 . . 152 4,485 17 . . .. 1,10H 343 fi51 !) 4!1 :338 7fi . . . . 2,574 18 .. . . 2,009 584 87\J 2{\ 113 323 31 '208 . . 4,175 19 . . . . 1,715 498 531 4 132 267 36 . . .. 3,183 20 . . .. 2,244 IilO 533 5 24fi 471 42 G65 . . 4,8Hi 21 . . .. 2,294 498 5HG K 174 4G2 30 1,059 . . 5,091 22 . . .. 1,[l43 27\J 220 ~l 73 1H8 32 . . 347 2,G91 .) 23 .. .. 1,524 26!-l 221 73 15B 40 . . '' 2,288 24 .. . . 1,107 283 3H) I 125 150 2{) . . . . 2,011 25 . . .. 1,327 232 262 2 110 138 17 . . . . 2,108 I 2{) . . .. 1,;m 222 257 l1 i)7 240 15 . . 578 2,901 27 .. . . ] ,473 l~l4 214 2 GO 257 23 575 . . 2,7\JK 28 3,717 630 1,202 23 216 2f57 5f5 ;n3 6,424 29 ] ,()69 2()5 202 5 55 82 H 2,2S7 30 28 51 443 1 1 25 72 621 31 465 1\)9 I nJ4 2 3\l 221 H4 1,837 32 853 260 43G 4 50 })9 lG 1,708 33 1,581 318 297 2 79 HH 43 2,,181 :H 2,7fJ7 2,013 K l7G 51:l7 121 183 6,647 3(i 77 31 2 3 24 6 178 37 lt' 77 :.n 5 21l8
19,203 317 3,113 1,423 4,584 1,371 94,126
7876/48.-2 18 APPEND IX " E."
This Statement sets out th<:> number of vehicles that parked in various parts of the City proper. The Block No. the particular block in which parking spacr was required and rrfcrs to the block shown on the CenHus Card and reproduced with this report.
Area 1. Area 3. Ar(:a ;;.
Block No. Block No. Block No.
1 . . 210 17 . . 260 47 .. 213 2 .. 166 18 . . 307 48 . . 215 3 . . 229 19 . . 319 49 .. 153 4 . . 347 20 .. 361 50 . . 237 13 .. 317 31 . . 532 51 . . 232
14 . . 212 32 .. 419 ;:; 52 . . 223 """~ """;:; 15 . . 202 ...,~.... 33 . . 356 ...,.... 53 . . 262 16 . . 242 rt:J 34 . . 461 'f' 54 .. 271 -- ;::: s 35 . . 470 ...,0 63 .. 215 cr. {)4 1,925 ;5 36 . . 358 ;::: .. 227 37 . . 343 ce 65 .. 258 ~ 38 . . 457 co.!::!: {)6 . . 202 ' -- 4,643 2,798 --
Bourke-street
Area 2. Area ~. Area 6.
Block No. Block No. Block No. 5 . . 444 21 .. 334 43 . . 250 6 . . 217 22 .. 389 44 . . 190 7 . . 329 25 .. 170 45 . . 231 8 .. 443 26 . . 198 46 .. 294 9 . . 398 Coll \ins-street 27 .. 365 55 . . 280 10 . . 268 28 .. 301 56 . . 385 11 . . 318 29 .. 457 57 . . 280 12 . . 330 30 .. 460 58 . . 257 23 . . 145 39 .. 336 59 . . 318 24 . . 211 40 . . 356 60 .. 237 -- 41 .. 266 61 . . 299 3,133 42 .. 367 62 . . 268 -- -- ..., 3,999 3,292 ~ -- j 00 ..,' J;l .... Total- ce Total- Total- 1 . . 1,925 ~ 3 .. 4,643 5 . . 2,798 2 . . 3,133 4 .. 3,999 6 . . 3,292 -- 5,058 8,642 6,090 -- -- 19
l'ou!l So.---~ TOWN AND COUNTRY PLANNING BOARD SliM No ____
J .. tersedu:m of------TRAFFIC CENSUS Period of Count indicated by half-hour of commencement- MARCH, 1M7 6.30 a.m. to 6.30 p.m. ""' Buaee and TOTAL Time CBbia.nd TIU-tll Ligbt Trucks Heavy Tru.ch i Motm Cyol" I Bicycl~a Ho~ I I (''()aches Drawn l VE8[CLI9 - ! I ...... -. I Tow.l ~ j TotAl ! Total f Total ~~~To"'l ~~ lol•ll~~~ 11 ' ~ I:E?u D:inctioa of T ••fl:, •
I I I Din I j I I • TRAFFIC CENSUS Pt'!!or No, Driver Please tland thl~ car<1 ro co!lecror 1fl t"''utlef urept Than~< You J TVPf OF TRA~FIC i Cars anc:t Tax1s 4i Ad) light Truclu Jfilf Colh:n;tor. Please stn'Kc out wne Oi co 1lcct1on. Heavy Truck< #-P 0 0 0 PT.O 4. Buses. anct Coache; TRAFFIC CENSUS TYPE OF VEHICLE Driver. Whllsc IJ"' City please flll in the mforrnatJO~"~ reque!>ter:l hereunder ~ Thank You I I. C>rs and Taxis ~ 5 Motor Cycle; To City. Suburb where jOUrr'le}' commenced-- l. Light Trucks (q, i'V J:rom c;ity. Suburb where 10uroey IS to end- -4. Buses and 'Treffir::: ~ pror:::e&dltHJ beyond C•ty bounaaru;:t: on1 y Coach·ot j I 11 'LW toto City. Ma.rlrt approximatE" Desnna.t!on. Issuing Offlce·r, Str1ke out time o! issue. {Red) P.T.O. 20 CITY BR.IDGE TRAFFIC T R.A F Fl C BOTH Dlf\ECT!ONS 6-30 AN\. TO R.E FE.R..E.NCE. TO VEHICLES 1926 1947 Motor Cars & B1kes ~~ ;\t~otor Cars MINIMUM HOVR m Motor Bikes MAXIMUM HOUV... SPE.NCt:R. S: tiiWID Light Truck-s SPENCER. s: IZ.·OA.M.-1 0- 1439 Motor Trucks PZZ/2 4:30-5·30 I'M:-3Z4 7 Q.VE'EN'S BRIDGE H eav~ Trucks QUEEN's BR.JDGE \·0-20P.M-ll86 Motor Buses Motor Buses 430-5·30 PM-Z648 PRINCE'S 5R IDG[ Push Bicy c 1es 1::: = =:i Push Bic:1cles PRINCE.':; 51\.JOGE 1·0-2·0 P.M-lc44 Horse Drawn Horse Drawn s o-6·o rM.-2151 TJI..AMS fXClUD[[ Trams 111111111] Trams. Tf\A.MS EXCLUDED 24000 23460 20110 18622 17628 2.0300 TOTALS ZZOCJ zoooo 16000 V) !5000 uJ _J 14000 u 12000 I uJ 10000 > 8000 6000 4000 2000 0 ~ n (\J t<) I'<) ~ N ~ (\J ~ SPENCER.. ~UEE.N 1 S PR-INCES s: BR.lDGE BR--IDGE B R.l DG E. Prepared b~ TOWN & COUNTR.Y PLANN\NG BOARD 21 CITY BRIDGE TRAFFIC CHARTS SHOWING ~ HOURLY fLOW I 1800 I • IT 1600 I I ,, 1400 I I ~·l\ - l ' '\ -·~-'· '~ \ /_ I 1\ I ...... ~ I mm \V 600 './ -','t--. ;V '·"' 400 V • I zoo i-t I I 0 --'-- 7AM 8 ' 10 11 IZ I P."' 2 3 4 5 6 7 7AM 8 :o !Z >'Ml 3 SPENCER s; BRIDGE QUEEN'S BRIDGE. [NOT INCLUDED Il-l 1926 COUNT] 1800 1600 14{X) Vl uJ lZOO -' I-f- U ICOO I :r: u.J • \f- :> 800 • • m 600 I i/1\ I ., 1--'- :I ..... f- 400 i '\. --.....: -~ r-. zoo tll . I 0 I 7AM 8 !l 10 IZ IPM Z 6 7 AM 8 10 I( I PM Z 3 J. 5 6 1 PRINCES BR. I DGE HODDLE & MORELL BRIDGES lNOT INCLUDED IN 1926 COVNT] CeNSUS TAKEN 2 12 26 THUS Prepared bo.,~ CENSUS TAKEN 6-3-47 THUS TOW"' St COUNTitV PLANNING BOA."-0 22 I r--r-- -- ;:_:_---- ~~ ~R __..,/ 10 V ( 9 \ B 1\ • ACCUMrATION Of VEHICLES 1N CITY \ 1/ I- 7 1 I ' I ' I I I ' ~ i ! i 7 I ' i / • I ~ li 1'7 r> ~ ' • 1/ IT t~ t f;:ff l! ~- tf;; tf:;v 111 v t t> 0 I b v~~ H/ j{f ..--r. ~ ~ f1 n z 3 / <( V1 [::~ r;;r v / / / f v , ~:I< rt I 1/r- / ]/ J> v. I~ r+ ·. / • rv >-~ f;; ! vt·. v /r. / A. / . V .. /]/ / r::t> ·v f/ T~ ~> / :l-- ~f;; r-~ t;>. v·· '/ r:. v I v. / --1 v.t r~;:- r,; f-.; Toto! .-ehtck.J nee~ ./'?!XQ~~ f / . / / t\ OutNan:t:J l ~ ~-. < ~) /nN(Ird lJl_.JOf} I~ Ou<""'"' 87 800 ~ rl. J ~v' k' ~ta•, (JJ ~ ~ ~~.~. 0 :' l gg' ~g ~8 ~8 ~8~~· ~g ~g ~8 ~~' gg~g ~8~ \.,}'1'-...t-.flO(()O)Q"'QQ' ~~--NN"'l~"';i"':ilt')U"l\,)\) AccuMULATION OF VEHIClES IN C1TY CITY TRAFFIC CENSUS 1947 By .\uthorit~-: .T. .J. !3rww EY, GuYPrJIInt'llt Printer, iiiellJnHrne. .... ++ 1\AILWAY GOOCS SHEDS .. 6708 + CITY TR.AFFIC SUR.VEY C HAR..T SHOWING VOLUME OF TRAFFIC ..... AT ALL IN LETS TO CENT R-A L AR.EA AND ITS D!STR.IBUTION TO ALL OUTLETS SCALE OF V E.HICLES (SU~VEY S TAKEN IN 1926 & 1947) £ £ ... PR.EPAR...ED BY TOTAL T"'AMS AND l'>USES TO \IV N & COUNT R.Y NU/1.1\Mf',. OF VEHICLES, fi\OM DISTRJI'lUTION PLANNING BOAR..D POINTS TOO 5MALL TO CALI!)l\.ATE. OF VICTOR..IA AI\ EA