MPE LIBRARY To 'vV ."J 1-~ No c (.: ~ · i r--: ~, 1 1 PLAN,\' ;Js B 1 ·• J llll!ll~lll/ 1!1 /li/1!111~1 /J /i// 1~11111111 M0013267 LIE RARY ..., _ __...... ,UN TRY PLANNING BOARD LIBRARY Melbourne Transportation Study M\NlSTRY FOR PLANNING AND ENVIRONMENT LIBRARY
Volume 3: The Transportation Plan
Prepared by The Metropolitan Transportation Committee
Corner of Lygon and Princes Streets, Carlton, Victoria, 3053, Australia
8469 /69. MINISTRY FOR PLANNING AND ENVJRONMENT LIBRARY Introduction
This report deals with a modern phenomenon urbanisation of life on a scale not previously known. It is 200 years since Captain James Cook discovered the east coast of Australia. There were no cities in Australia then. What has since happened in our country is written into our history and it is a fascinating story. What will happen in the next 200 years will depend a great deal on all of us alive today-by that time everyone of us will be part of Australia's history. When man began his civilising process, urbanisation also began. The production of a surplus food supply introduced a new form of community life; an administrative centre was now possible and this was the embryo of the city. And so it went on over the centuries until the Industrial Revolution caused a great upward surge io the development of the modem city. However, by the end of the 19th century only eleven cities around the world had more than one milJion inhabitants; well before the end of the 20th century-indeed in 1985, the design year of the Plan-it is estimated that Melbourne will have a population of 3 · 7 million people. Like other cities Melbourne is involved in the urban population explosion. This is something new and, consequently, all around the world people have not yet worked out what to do about it. This is not a situation in which we can stand by and simply" wring our hands". History shows that cities will not get smaller and, therefore, we must plan. Although town planning occurs in many places, I believe that few cities, if any, have devoted as much money, time and effort to such a comprehensive transportation study as Melbourne. From this study comes the Melbourne Metropolitan Transportation Plan. The Metropolitan Transportation Committee was formed after legislation was enacted by the Parliament of Victoria in 1963 to advise the Government on planning development, co-ordination, changing needs of the community. control and improvement of transport facilities in Thirdly, the need for flexibility leads me to Melbourne and its environs. people because it can only be through people that The Committee decided that, to carry out its changing needs are expressed and, after all, that task, detailed and comprehensive information about is what the Plan is designed to meet-the needs of Melbourne's transport system was required. people. Consequently, it began the most detailed survey People are what it is all about. People wish to of Melbourne's transport system ever undertaken move from place to place or they wish to have to provide a basis for the preparation of a the goods which they use moved from place to Transportation Plan. The Plan would, if approved, place. But they are also subject to their be a basis for futu re transport planning. environment. We must remember that cities like The survey was carried out by American Melbourne exist because people live in them and in consultants, Wilbur Smith and Associates in implementing the Plan, the relationship between conjunction with the Melbourne firm, Len T. Frazer environment and the quality of individual lives and Associates. Both firms acted under the must be well considered-for example, great care guidance of Study Co-ordinator Sir Louis Loder, will have to be taken to preserve those aspects of C.B.E., and the Hon. E. R. Meagher, M.P., the Melbourne which have character and distinction, then Minister of Transport. The survey was such as our outstanding parks and gardens. completed by the consultants in 1965, and they If a capital city has an efficient transport system, submitted the results of their work to Mr. Meagher this efficiency will not only benefit the area within who was Chairman of the Committee from its the metropolis, but will automatically bring inception until May, 1967. substantial benefits to the whole area concerned Since the completion of the survey in 1965 the in our case both Victoria and Australia. Committee has been engaged in analysing the So we need planning, co-ordination of present considerable volume of data collected in the survey and future transport facilities, and leadership. The and preparing a plan for Melbourne's future, with Government has given a lead by setting up the the year 1985 as the basis for planning. It has Committee; the Committee seeks to do so by this now produced a plan which recognises that there Plan. is a place for all forms of transport in attempting We also need acceptance of the lead by a to solve the problem-in other words, it believes community which has taken the trouble to that balanced transport is the only hope. understand what is involved and is prepared to act. In this regard we have the opportunity to learn from experience in the United States of America that urban transport problems cannot be solved by emphasis on one form of transport alone. In that country emphasis on roads alone has not solved the problem and now city after city is looking to fixed track rapid transit to help solve its problem December, 1969. Chairman. of moving people. It is necessary to look at the Plan as a whole and in so doing I feel it is important to keep three matters well in mind. Firstly, the Plan contains recommendations which can only be implemented progressively over a number of years. A series of procedures are laid down by law. The necessary reservations of land are required to be made by the planning authority-the Melbourne and Metropolitan Board of Works. This would require amendments to the metropolitan planning scheme ; before amendments can be made, there must be public exhibition, notice to those likely to be affected must be given, objections can be made and must be heard. Secondly, there must be flexibility when dealing with the complex problems of urban congestion and urban renewal. For any plan to be successful it must have the ability to meet and reflect the Metropolitan Transportation Committee
The Hon. V. F. Wilcox, M.P. Minister of Transport-Chairman The Hon. R. J. Hamer, E.D., M.L.C. Minister for Local Government-Deputy Chairman Cr. I. F. Beaurepaire, C.M.G. City of Melbourne Mr. A. G. Brown Co-ordinator of Transport Mr. G. F. W. Brown Chairman, Victorian Railways Commissioners Mr. E. W. Coates Director of Finance Mr. A. H. Croxford Chairman, Melbourne and Metropolitan Board of Works Mr. E. V. N. Field Chairman, Transport Regulation Board Mr. J. A. Hepburn Chief Planner, Melbourne and Metropolitan Board of Works Mr. I. J. O'Donnell, O.B.E., E.D. Chairman, Country Roads Board Mr. R. J. H. Risson, C.B., C.B.E., D.S.O., 0.St.J., E.D. Chairman, Melbourne and Metropolitan Tramways Board Mr. J. G. Westland Chairman, Traffic Commission
Study Director: Mr. J. M. Bayley
Committee Secretary: Mr. G. J. Meech
Contents
Chapter Page Chapter Page 1 Transportation Planning for Melbourne 1 6 Improved Service Frequencies 36 The Growth in Demand for Travel 1 New Tracks for Expresses 39 The Planning Process 1 New Rolling Stock 39 The Survey Areas 2 Parking for Private Cars at Railway Planning Organisation 2 Stations 39 Terminals for Feeder Bus Services at 2 Objectives and Benefits 3 Railway Stations 41 Framing the Objectives 3 Grade Separation 41 The Objectives in Detail 3 The Street Segment of Public Standards of Service 3 Transport 41 Central Business District Vitality 4 Travel on Street Public Transport 41 Benefits of 1985 Plan 4 Future of Trams 42 Capability of Different Modes 4 Recommendation on Trams 42 The Swanston Street Problem 42 3 Land Use and Population Predictions 6 Recommended Street Public Land Use, Population and Travel 6 Transport Routes 43 The 1985 Survey Area 6 Tram Routes to the CBD 44 Population Distribution 7 Bus Routes 44 Population Density 7 Better Rolling Stock- Trams and Buses 44 Population-Distance from City 7 Operating Standards 45 Estimated Income Distribution 10 Co-ordination of Public Transport Distribution of Work Force at Place Services 46 of Employment 12 Distribution of Car Ownership 14 Distribution of Retail Activity 19 7 The Recommended Plan Highways 47 School Enrolment 19 Overall Road Concept 47 4 Travel Predictions 21 Freeways 48 Travel in 1985 21 Freeway D esign Standards 48 Travel Demand 21 Freeway Traffic Volumes 49 Modes 22 Benefits of Freeway System 49 Trips by Purpose 22 Arterial Roads 50 Central Business District 23 Interchanges so CBD Work Trips 24 Elimination of Road/ Rail Level Crossings 50 Commercial Goods Vehicles 25 Local Roads 51 External Vehicle Trips 26 Land Acquisition and Reservation 51 Local External Trips 27 Trip Lengths 28 Trip Distribution 28 8 Parking Central Parking Survey Area 53 Parking 29 1985 Parking Demand Central Parking Survey Area 53 5 Plan Development 31 Implementation of Parking Proposals Testing the Networks 31 for Central Parking Survey Area 54 6 The Recommended Plan 9 Cost of Proposals 57 Public Transport 33 Rail 57 Rail 33 Street Public Transport The Underground Loop 34 58 Highways Three New Lines and One Extension 35 58 Extension of Suburban Network along Existing Lines 36 10 Implementation and Continuing Study 59 Index of Figures
Figure Following Figure Following Page Page 1-1 Metropolitan Transportation 4-9 CBD Daily Person Trips with Train as Committee Area of Study-1964 and Main Mode of Travel- 1985 Survey 1985 Cordons 2 Area 28 1-2 Planning Organisation 2 4-10 CBD Daily Person Trips with Tram or 3-1 The Survey Areas-1964 and 1985 6 Bus as Main Mode of Travel-1985 Survey Area 28 3-2 Predicted Population Density-1985 8 3-3 The 1985 Survey Area-Dfatances 4-11 CBD Daily Person Trips with Car as from the G.P.O. . . 8 Main Mode of Travel- 1985 Survey Area 28 3-4 Predicted Employment Density-1985 12 3-5 Trends and Forecasts of Cars per 4-12 Commercial Vehicle Trips- 1985 Person for Melbourne and Selected Survey Area 28 Overseas Countries 14 4-13 Predicted Parking Demand- 3-6 Car Ownership by Income Class- Railway Modal Interchange-1985 1964 and 1985 Survey Areas 14 Survey Area 30 3-7 Predicted Distribution of Car-Owning 4-14 Central Parking Survey Area 30 Households-1985 14 4-15 Factors Influencing Parking Demand- 3-8 Car-Owning Households-1964 and Central Parking Survey Area 30 1985 Survey Areas 20 6- 1 Recommended Rail Network and 4-1 Total Daily Person Trips by Main Major Modal Interchanges .. 34 Mode-1964 and 1985 Survey Areas 22 6-2 Predicted Train Passenger Volumes- 4-2 Total Daily Person Trips by Purpose- Two Hour A.M. Peak Period-1985 1964 and 1985 Survey Areas 22 Survey Area 34 4-3 Total Daily CBD Trips by Main 6- 3 The Underground Rail Loop and Mode-1964 and 1985 Survey Areas 24 Doncaster Line Connections 34 4-4 Total Daily CBD Work Trips by 6-4 General Railway Development to 1985 38 Main Mode- 1964 and 1985 Survey Areas 24 6- 5 Recommended Tram and Bus Network 44 4-5 External Road Corridors-1985 Survey 7-1 Recommended Freeway Network 48 Area 26 7-2 Recommended Freeway System 4-6 Non-CBD Person Trips with Train showing Capacity Requirements in as Main Mode of Travel-1985 Freeway Lanes 48 Survey Area 28 7-3 The City Ring Road 48 4-7 Non-CBD Person Trips with Tram 7-4 Recommended Freeway System or Bus as Main Mode of Travel- showing Assigned Volumes in 1985 Survey Area .. 28 Vehicles Per Day (v.p.d.) 50 4-8 Non-CBD Person Trips with Car as 7-5 Recommended Freeway System Main Mode of Travel-1985 Survey showing the Percentage of Area 28 Commercial Vehicles (all types) 50 Figure Following Page 7-6 Recommended Freeway System showing the Percentage of Light and Heavy Trucks 50 7- 7 ·An Example of a Freeway to Freeway Interchange 50 7-8 Freeway Reservations 52 8- 1 Central Parking Survey Area 54 Index of Tables
Table Page Table Page 2-1 Comparison of Melbourne's Urban 4-2 Total Daily Person Trips (Including Transport Modes . . 5 Feeder Trips) by Mode- 1964 and J-1 Zones, Districts and Sectors-1964 1985 Survey Areas 22 and 1985 Survey Areas 6 4-3 Total Daily Person Trips by Purpose- J-2 Distribution of Population-1964 and 1964 and 1985 Survey Areas 23 and 1985 Survey Areas 8 4- 4 Total Daily Central Business J-3 Distribution of Population According District Trips by Main Mode 23 to Radial Distance from Melbourne 4- 5 Total Daily Trips Associated with G.P.0.-1964 and 1985 Survey Areas 9 CBD Travel (Including Feeder Trips) 3-4 Distribution of Households According By Mode 24 to Radial Distance from Melbourne 4-6 Total Daily CBD Work Trips by G.P.0.-1964 and 1985 Survey Areas 10 Main Mode 24 3-5 Percentage Distribution of 4-7 Total Daily Trips Associated with Households According to Annual CBD Worker Travel (Including Household Income-1964 and 1985 Feeder Trips) By Mode 25 Survey Areas 11 4-8 Commercial Goods Vehicles-Daily J-6 Classification of Households Trips-1964 and 1985 Survey Areas 25 According to Annual Household 4-9 Daily External Vehicle Trips-1964 Income-1964 and 1985 Survey Areas 12 and 1985 Survey Areas 26 J-7 Distribution of White Collar and 4-10 Predicted External Daily Corridor Blue Collar Employment Vehicle Volurnes- 1964 and 1985 Opportunities Throughout the 1964 Survey Areas 27 and 1985 Survey Areas 13 4-11 External Vehicle Trips-1964 and J-8 Distribution of Cars Available to 1985 Survey Areas 27 Residents- 1964 and 1985 Survey 4- 12 Average Trip Lengths-1964 and Areas 15 1985 Survey Areas .. 28 J-9 Distribution of Households 4- 13 Parking Space Demand- 1964 and According to Car Availability-1964 1985 Survey Areas .. 30 and 1985 Survey Areas 16 J-10 Comparison of Car Availability with 6-1 Comparison of Rail Services 1964 and Annual Household Income-1964 Proposed Services 1985 37 and 1985 Survey Areas 18 6- 2 Comparison of Express Services 1964 3- 11 Availability of Cars-Per Household and Proposed Services 1985 38 and Per 1 000 Persons- In Melbourne 6-3 Major Points of Modal Interchange and Selected Overseas Cities 18 Car and Rail 40 3-12 Distribution of Students and Student 6-4 Major Points of Modal Interchange Enrolments-1964 and 1985 Survey Bus and Rail 41 20 Areas 6-5 Comparison of Bus Routes 1964-1985 43 4-1 Total Daily Person Trips by Main 6-6 Comparison of 1964 and 1985 Tram Mode- 1964 and 1985 Survey Areas 21 and Bus Fleets 45 Table Page 6-7 Tram Segment-Proposed Operating Capabilities Comparison 1964-1985 45 6- 8 Bus Segment-Proposed Operating Capabilities Comparison 1964-1985 46 7-1 Summary of Highway Proposals 48 7-2 Design Standards Adopted for Freeways .. 49 7-3 Vehicle Miles per day-All Roads 1985 51 8-1 Central Parking Survey Area Parking Space Supply (All Purposes) 1968-1985 54 8-2 Central Parking Survey Area Off-street Parking-1968 55 9-1 Cost of Proposals . . 57 Glossary of Terms
Arterial Road : Major Divided Arterial Road : A general term for a main traffic route A highway mainly for through traffic with full control of access and signals at flared CBD- Central Business District : intersections The area bounded by Spencer Street, La Trobe Street, Elizabeth Street, Victoria Street, Spring Metropolitan Planning Authority: Street, Flinders Street, Swanston Street The Melbourne and Metropolitan Board of and the Yarra River Works, responsible for land use planning within Commercial Goods Vehicle: the Melbourne metropolitan area Any panel van, utility or truck Modal Choice : Cordon Line-1964: The choice made by a person when more than The boundary of the 1964 survey area, also one mode of transport is available for his trip referred to in the text as the 1964 external cordon (Figure 1- 1) iVIode, or l\1ode of Transport: Means train, tram/ bus, or car. In this report Cordon Line-1985: tram and bus travel have been combined as The boundary of the 1985 survey or design area, street transport also referred to in the text as the 1985 external cordon (Figure 1- 1) Node : Daily: A point on a network coding plan which As in "daily" trips, refers to an average week-day represents a road intersection, a tram stop bus Feeder Trip: stop or railway station A person movement, by one mode of transport Occupation Characteristics: feeding to, or from, another mode at a point The distribution of workforce according to place of modal interchange of residence Freeway: A highway for through traffic with full control Resident Travel : of access and with grade separation at all The travel within a survey area by the residents intersections of the area Household : Route :Mileage : A person or persons living in the one The route distance between the inner and outer residence sharing common housekeeping terminals. No deductions have been made for Laud Use: route duplications A term embracing the purpose for which a piece of land is used and / or the sociological Standard or Level of Service: factors associated with the use Frequency of schedule, speed of travel and Link: passenger comfort on a public transport network ; A line on a network coding plan between two speed of travel and driving conditions on a nodes which represents a section of road, tram road network or bus route or train route Local Road: Track l\1iles : A road or street primarily for access to Refers to the total miles of double track in a residential, business or other abutting property system Transportation Plan: A series of recommendations covering all the transport services and facilities required to accommodate the total travel demands of a community Travel Pattern: The distribution of travel on an average working day Trip: Movement by mechanical means from a point of origin to a destination by one or more modes Trip Attractors and Trip Producers: Land uses which are commonly the destination of trips such as places of work, shops and schools are called trip attractors. Land uses which are conunonly points of origin of trips are called trip producers and for the purposes of the Transportation Study are basically places of residence Trip Distribution: The linking of trip producers with their appropriate trip attractors Truck: Any goods-carrying commercial vehicle other than panel vans and utilities. Light trucks- trucks with a capacity up to six tons ; heavy trucks trucks with a capacity of more than six tons and includes all vehicles with three or more axles Upgrading: Refers to the widening of an arterial road or the amplification of a public transport service Zone: A portion of the survey area in which a particular land use dominates Zone Centroid : Represents the centre of population of a zone
transportation plan-data collection, analysis and Chapter One plan development. Data Collection Transportation For the Melbourne plan, this involved the carrying out of six principal surveys; five concerned with Planning for travel patterns and one concerned with parking in the Central Parking Survey Area and its fringe areas. This data was obtained for travel during Melbourne an average week-day in 1964. The major survey on travel involved individual interviews with the occupants of 28,010 households (a 4 · 8 per cent sample) to provide a detailed picture of their individual travel habits. Other surveys included the collection of data on The Growth in Demand 199, 143 person trips by public transport (a 14 · 5 per cent sample); interviews with 7,833 drivers of for Travel commercial goods vehicles (an 8 · 6 per cent The population of Melbourne in 1985 will be making sample); 43,820 roadside interviews with road about two and one-half times as many daily trips users (a 50 per cent sample) who crossed the 1964 as were occurring in 1964 and average trip external cordon; interviews with 553 taxi drivers lengths will be longer. There will be substantially (a 24 per cent sample). Inventories were also more people living in the metropolitan area-three taken of all public transport rolling stock and the and three-quarter million compared to two million traffic volumes, speed attainable on and widths of > and they will own and be operating about 825,000 all arterial roads. (!) a: z< more private cars than were using the metropolitan A detailed survey was carried out into parking - a: roads in 1964. The built-up areas of the metropolis demand involving interviews with motorists in the z al will be substantially bigger-670 compared to Central Parking Survey Area and its fringes. More z -1 ~ 1- 450 square miles. than 118,000 separate interviews were conducted a.. z These are the main predictions that have formed with parkers in the area. a: w the basic data used in the preparation of In addition to this collection of travel data, a o~ LL z Melbourne's Transportation Plan outlined in this great deal of information was gathered about land 0 >- a: volume. The plan is designed not only to provide p..§~ in the survey area. The Melbourne and a: - facilities that will enable the transport services to Metropolitan Board of Works, in its capacity as the ~>(/) z cope with this demand, but also to ensure that all metropoUtan planning authority (with the assistance -wz forms of travel will be made safer, faster, more of the Commonwealth Bureau of Census and -o Statistics), supplied relevant information about such :! z comfortable and more convenient. ~ In drawing up the proposals the Transportation factors as population distribution, employment, Committee took into consideration the planning school enrolments and car ownership. This proposals embodied in the Metropolitan Planning information was combined with the data collected Scheme and the policy adopted by the government from the home interview survey to establish the for the future growth of Melbourne, particularly the relationship between these socio-economic factors shape and nature of the expected growth pattern. and travel habits. In this way the recommendations in this report Analysis and Projections have been designed to ensure that expansion of the The Melbourne and Metropolitan Board of Works transport services and facilities keeps pace with supplied predictions of expected land use in 1985 the future growth of the metropolis as a whole. within the design area. The plan has as one of its primary aims the All data collected was analysed using computer effecting of a balance between all forms of transport. programmes to produce a detailed picture of all the Emphasis has been placed on giving the public travel movements occurring on an average working transport services the capacity to win increased day in 1964. A series of mathematical formulae was developed patronage despite the expected increase in car and used in conjunction with the Melbourne and ownership. Metropolitan Board of Works' 1985 predictions of land use to forecast the likely pattern of travel movements for that year. The Planning Process Plan Development There are three stages in the preparation of a This process involved the translation of the predicted
I travel desires of the people who will be living in Metropolitan Transportation Plan, and their relation Melbourne in 1985 into an actual transportation plan ships. which would make it possible for them to fulfil these The main costs of the study were borne by four of desires with comfort, safety and speed. the participating authorities-the Melbourne and This involved preparing a series of trial trans Metropolitan Board of Works, the Victorian portation plans and imposing on the various networks Railways Commissioners, the Melbourne and comprising these plans, the travel movements as Metr9politan Tramways Board and the Country projected for 1985. Each plan was tested by Roads B9a;rd. Small initial contributions were made assigning predicted travel to it and amended as by the Melpourne City Council and the Transport deficiencies were revealed until finally the recom _Regu.Jatjon Board. mended plan was p~o~uced. ~bis was ~h_e one_t~~i Tbe Metropolitan Transportation Committee is a gave the best " fit "-that is, it showed that it could statutory body established in 1963 with the function cope with the projected 1985 travel demand of advising the Government on all matters relating efficiently and to the required level of service. to transport in metropolitan Melbourne and this third volume of the Transportation Study is the report of that committee. The Survey Areas The Technical Committee advised on all technical Two survey areas are mentioned in this volume--the matters that arose during the surveys and the 1964 survey area and the 1985 survey area (Figure preparation of the report and carried out this work 1-1). They represent the areas in which urban within the policy framework laid down by the parent development existed in 1964 and is expected to exist committee. Its members were senior representatives in 1985. of transport and other authorities represented on the In parts of this report, the 1985 survey area is also main committee. referred to as the design area, since it is the area The Consultants-two firms of transport consultants which is covered by the proposals contained in the were engaged jointly by the Metropolitan recommended transportation plan. Transportation Committee to undertake the The 1964 survey area, which covers 583 square collection and analysis of data within the 1964 miles, extends from Mount Eliza on the south-eastern survey area and the development of mathematical shore of Port Phillip Bay, through the areas of models. They were Wilbur Smith and Associates Dandenong, Ferntree Gully, Mooroolbark, Diamond of New Haven, Connecticutt, U.S.A., and Len T. Creek, Lalor, Craigieburn, St. Albans and Deer Park Frazer and Associates of Melbourne. The findings to Altona on the western shore of Port Phillip Bay. of the travel and parking surveys which they It was in this area that the 1964 data collection was conducted and the methods used in arriving at them carried out. are set out in Volumes I and II-" Survey ,, and The 1985 survey area, or design area, which " Parking." Readers interested in obtaining covers 1,264 square miles, extends from Mount information in greater detail than appears in this Martha on the south-eastern shore of Port Phillip volume are referred to these sources. The Bay, through Hastings on the shore of Westernport consultants acted at all times under the guidance of Bay to Cranboume, Lilydale, Whittlesea and the Study Co-ordinator, Sir Louis Loder, and the Sunbury to the western shore of Port Phillip Bay Technical Committee, of which be was chairman near Werribee. It encompasses the 1964 survey until January, 1967, the date of his retirement. area and takes in additional areas such as BuUa, The Study Group comprised engineers who were Keilor, Belgrave, Berwick, Tyabb and Mornington, assigned from the participating authorities to be in which considerable urban development is trained by, and then to assist, the consultants in expected to occur between now and 1985. their task of data collection and analysis. On the The Metropolitan Transportation Committee is completion of this work, these engineers and other responsible for transport planning in the area lying assigned staff, inc1uding economists, became within a 30 mile radius of the G.P.O. (Figure 1-1). members of the Metropolitan Transportation Study The shaded area was included in the plan because of Group. The group was responsible for the technical its effect on predicted loadings on the metropolitan aspects of the plan development. networks.
Planning Organisation Figure 1-2 indicates the various groups and com mittees that were involved in the preparation of the 1
...._, ' \...
FIGURE 1-1 ~ METROPOLITAN TRANSPORTATION COMMITIEE ~ AREA OF STU DY - 1964 AND 1985 CORDONS
~'' EXTERNAL tOROON IU S EXTERNAL CORDON PLANNINCO Af\EA I OUNOAf\Y EXTE NSIO N OF PLANNI NCO AREA
SCALI!: IH MI LES H
POLICY
TECHNICAL MATIERS
PLAN DEVELOPMENT STUDY DIRECTOR
ASSIGNED ASSIGNED ~AND CLERICAL ENGINEERS ECONOMISTS STAFF
FIGURE 1-2 PLANNING ORGANIZATION
metropolitan area with a specified standard of Chapter Two service for each mode. The plan should be a "demand " plan. As such, it should recommend Objectives and services that, based on these standards, would meet the travel demands of a population of 3, 700,000 Benefits - people predicted to be living in Melbourne by 1985.
The Objectives in Detail A summary of the main objectives of the plan is as follows: 1'o ensure safe, comfortable and efficient movement of people and goods throughout the design area. To maintain a proper balance between public and Framing the Objectives private transport. In drawing up a set of objectives to guide the To make maximum use of existing facilities and preparation of the transportation plan, it was plans and the commitments already embodied in realized that while, on the one hand, the metro these plans. politan area possessed a comprehensive system of To provide a transportation service matched to tire fixed rail transport, supplemented by an extensive expected demand throughout the design area. network of bus services, by contrast, the highway To provide a system that could be adapted to meet network was seriously overloaded. changing conditions and be expanded beyond the The suburban rail service, for instance, already design year. had a total electrified route mileage of 230 miles, To provide a transport network which could be of which 223 miles were within the 1964 cordon, implemented with as little interference to the distributed in a radial network up to 26! miles from Flinders Street station. commercial and community structure as possible. Similarly, through its radial network covering 201 route miles, the tramway system provided extensive transport facilities within eight miles of Standards of Service the G.P.O. Between them, the tram, bus and rail The standards of service on which it was decided systems in 1964 were carrying 71 per cent of the that the transportation plan should be based are as passengers moving to and from the CBD each day follows: in peak periods. It was decided that the comprehensive fixed rail Rail-Express services during peak hours should be transport system should be encouraged to extend, able to travel at speeds of up to 70 miles an hour amplify and increase its traffic volumes to meet the in places and throughout the network should be 1985 demand. The physical focus of the public able to maintain average schedule speeds of at least transport network was the CBD and adjacent 4~5 miles an hour. Trains stopping at all suburbs, some of which were obsolescent and would stations should be able to reach speeds of up to be subject to renewal provisions under the Metro 50 miles an hour, and including stops, should be politan Planning Scheme. With redevelopment, the &ble to average speeds of not less than 30 miles an CBD would be encouraged to grow and the hour throughout the network. adjoining areas would be renewed much more The interval between trains during peak hours extensively than in the past. should be no more than five minutes on high traffic routes with the average interval throughout the whole On the other hand, with the growth in population network being not more than ten minutes during and car ownership, even with the substantial peak hours. upgrading of the public transport system, provision would still have to be made for an expanded system Averaged over the whole peak period, no more of highways, particularly to cater for inter-suburban than 20 per cent of passengers should have to stand. movement, and also to overcome present Tram/ Bus Services-should be capable of main inadequacies in the road network. taining schedule speeds of 15 miles an hour, with Within the framework of the objectives, the the interval between successive vehicles during peak committee decided that the aim should be to produce hours being no more than two minutes on high a ~ordinated plan for all forms of transport in the density routes, and during off-peak hours, no more
3 8469/69.-2 than ten minutes. The ratio of seated to standing Assistance to the authorities concerned in achieving tram/bus passengers should be the same as for the a co-ordinated approach to the transport services as trains. a whole. Roads-a motorist travelling on the freeway system Substantial reduction in the amount of time people at the height of the morning and evening peaks have to devote to travelling. should be able to average a speed of not less than Significant reduction in the number of road accidents. 35 miles an hour from the beginning to the end of hjs freeway trip. Outside peak hours bis average With more attractive public transport less money , speed would be between 35 and 50 miles an hour, -.,,vould be spent on roads and parking facilities """ depending mainly on the location of the particular than would otherwise be necessary. freeway and any speed limits imposed. The Central Business District would continue as A person travelling on the arterial roads should a viable and vital entity. be able to attain an average speed of not less than By making the transportation plan an accessory to 25 miles an hour during peak periods and between land use planning, the most appropriate use would 25 and 35 miles an hour during off-peak periods. be made of land. Encouragement of trade throughout the whole design area. Central Business Savings in transport costs. District Vitality The CBD is the principal commercial, cultural and retail centre of the metropolitan area, and is also the Capability centre of State administration. It is located adjacent of Different Modes to the principal port and is the focus of the public transport and highway systems. Each mode of transport has its own particular advantages and disadvantages and none is capable In dealing with the CBD the plan should provide of satisfying all the travel demands of all the people for: at any time. T he planning objectives recognised Easy access from all parts of the metropolitan this fact and it was decided that the advantage of area to all parts of the CBD by the appropriate each mode should be carefully weighed so as to modes of transport. produce a plan which used the potential of each in a single co-ordinated system, and not as a number Encouragement of the use of public transport to of systems, each operating in isolation. The different minimise congestion and parking problems by capabilities of each mode of transport are compared, providing an adequate service. in general terms, in Table 2-1. Adequate off-street parking for both long and short term parkers in line with demand, subject to road capacity, and in appropriate locations. Through traffic to bypass the CBD and thereby relieve traffic congestion in the city streets. Pedestrian and vehicular flow to be expedited to a maximum degree by the use of traffic management techniques. The preservation of aesthetic features of the area.
Benefits of 1985 Plan The benefits which the plan is designed to achieve may be summarised as follows : Improved movement of goods and increased mobility for all citizens. Guidance to the public on future transport development.
4 Table 2-1 Comparison of Melbourne's Urban Transport Modes
Item of Comparison Cars and Trucks Rail Buses and Trams Taxis and Taxi Trucks
For moving workers Requires parking and Good for workers Good for workers Most convenient but to and from CBD : walking. living near lines or living near routes or more expensive than where good modal where good modal other modes. interchange facilities interchange facilities exist. exist.
For business Convenient where Less convenient for Good in CBD. Less Most convenient, purposes : parking exists. most business travel. convenient elsewhere. particularly for CBD. More expensive.
For movement of Essential for door-to- Good for long hauls, Not applicable. Convenient for small goods: door delivery on but for door-to-door parcels only. short hauls. delivery requires sidings or transfers to road.
For recreational Most convenient, Less convenient in Less convenient but Convenient, but too travel : particularly outside most cases but good good for large expensive for most CBD. for large spectator spectator events. people. events.
Coverage of design Complete. Radial coverage only ; Good for medium Complete. area : in low density areas density areas. requires feeders.
Travel time, door-to- Good for most non- Good for radial trips ; Good for trips along Highly convenient. door non-CBD trips : CBD trips but requires requires transfer or lines, depending on parking and dependent walking to final congestion. on congestion. destination.
Vehicle comfort : Good for passengers, Superior for passengers, Good for passengers, Good for passengers. but driver cannot relax. unless overcrowded. unless overcrowded.
Use of land area : Requires extensive More efficient user of Less efficient than Similar to cars and road and parking land for number of rail in relation to trucks. facilities. passengers carried. volume carried.
For moving non-CBD Provide unrestricted Restricted to radial Restricted in time Too expensive fo r workers: freedom in time and routes. and space. most workers. space.
5 miles, some 670 square miles are projected as Chapter Three containing urban development. The two areas were each divided into a number Land Use of units, the smallest of which were called trans portation zones. The zones were grouped into and Population transportation districts and the districts into sectors Predictions (Table 3-1).
Table 3-1 Land Use, Zones, Districts and Sectors Population and Travel 1964 and 1985 Survey Areas All travel is directly related to land use. To take a 1964 Area 1985 Area simple example, if " Appletree " is zoned residential Transportation Zones 607 785 and nearby area "Everylands" contains factories, Transportation Districts 140 198 schools and a shopping centre, it is inevitable that Sectors 14 20 travel will occur between the two. The households in " Appletree " will generally be the points of origin of many trips whose destination points will lie within The distribution of sectors is shown in Figure 3-1. the " Everylands " area. These will be trips to serve The 1964 area contains sectors 1 to 14 and the land such purposes as going to work and to school and between the two cordon lines, sectors 15 to 20. doing the shopping. Trip origins are said to produce Information collected in interviews related to the trips, and destinations to attract them. 1964 survey area only. Information relating to the area between the cordon lines was based on estimates Most zones both produce and attract trips every using census data from the Commonwealth Bureau day and it is through a study of land use and social of Census and Statistics. and demographic factors that it becomes possible to build up the links between points of origin and Although sector boundaries do not coincide points of destination from which the total travel precisely with those of local government areas in all pattern can be determined. The location and the cases, the following municipalities may be identified with the respective sectors : intensity of the different forms of land use and the size and distribution of the population govern the Sector Local Government Areas volume of the travel demand. 1 Melbourne, Port Melbourne, South The inter-relationships between land use, popula Melbourne. tion distribution and travel at the time of the 1964 2 Collingwood, Fitzroy, Richmond. survey are described in Volume I, " Survey". The 3 Footscray, Sunshine, Williamstown, parts of estimated 1985 travel patterns were determined in Altona, Werribee. a similar manner using the predictions of land use 4 Broadmeadows, Coburg, Essendon, parts of and population for that year. Bulla, Keilor. While it is not expected that actual growth will 5 Brunswick, Preston, parts of Northcote, differ from predicted growth to the extent of Whittlesea. requiring major amendments to the plan before 6 Hawthorn, Heidelberg, Kew, Doncaster, 1985, the recommendations would, of course, be Templestowe, parts of Diamond Valley, Eltham, Northcote. capable of modification to meet changes as they occur. 7 Box Hill, Camberwell, Nunawading. 8 Prahran, St. Kilda. 9 Caulfield, Malvern. 10 Brighton, Oakleigh, Sandringham, The 1985 Survey Area Moorabbin. The 1964 survey area of 583 square miles included 11 Chelsea, Mordialloc, Frankston. about 450 square miles of urban development 12 Dandenong, Springvale, Waverley. whereas in the 1985 design area of 1,264 square 13 Ringwood.
6 SUNBURY • ,, I l r---J l"\ WHITTLESEA r-", l \-.., • ~f '"' '-'\)) BRO~OMEADOWS ·--,"1- _ _j '-, -- ...... _, ,_~ "" ' ) '"KEILOR © ,... __ JJ e \'\ ,--' © \ @ I LILYDALE ,I-• • i SUNSHINE -~-~~, ; I • ' I ~OYOON c.~ '--1 BOX• HILL (..> I 0 I ALTONA 5 l ...... _ • I ' I FERNTREE \ ULLY e ~ ~- ~
''I ® I ,_J OANOENONG I ·_~_,.,-' I I I I I I /1 ®CRA~BOU~ '-J ® 1 FRANKSTON / • _,I \~',.,J""
FIGURE 3-1 e TOWN CENTRE SECTOR BOUNDARY MTMARTHA THE SURVEY AREAS SECTOR NUMBER • @ HASTINGS 1964 ANO 1985 --- 1964 CORDON • - 1985 CORDON - N SCALE IN MILES + ••
14 Croydon, Knox, parts of Berwick, the sectors between the 1964 and 1985 boundaries Sherbrooke, Lillydale. because they are likely to have a higher proportion 15 Mornington, part of Hastings. of families with young children. 16 Parts of Berwick and Cranbourne. The predicted average household sizes for 1985 17 Part of Sherbrooke. range from a low of 2 · 0 persons per household in 18 Parts of Diamond Valley, Eltbam, Lillydale. St. Kilda and Prahran, to a high of 4 · 0 persons in 19 Parts of Bulla, Keilor, Whittlesea. Berwick and Cranbourne. The predicted average is 20 Parts of Altona, Melton, Werribee. 3 · 3 for the design area. The projected pattern of residential density for 1985 is similar to that of 1964, in that the highest Population Distribution densities are expected in inner areas with density declining towards the urban periphery. The predicted population increase was distributed The preference for detached houses is expected in accordance with historical trends of growth and to continue in outer areas with a large proportion having regard to areas zoned for future development of residential development in 1985 still at net in the Metropolitan Planning Scheme* and in other densities of less than 20 persons an acre. approved planning schemes outside the metropolitan planning area as it existed in 1964. It is expected that there will be about 3,700,000 persons living in the design area by 1985. Of this Population total, about 3,654,100 will be living in 1,107,000 private households and the remaining 46,000 in Distance from City dwellings of a communal nature (hospitals, hotels A further comparison of the 1964 population with and institutions of various kinds). that estimated for 1985 is possible in terms of The way in which the population is expected to distance from the G.P.0. (Table 3-3 and Table 3-4 be distributed by district in 1985 is shown in Figure and Figure 3- 3). 3-2. The number of people living in sectors 1 to 14 Although it is expected that in 1985 residential is expected to increase by about 1, 11 I ,000, or 57 development will extend up to 36 miles from the per cent (T able 3- 2). G.P.O., only 20 per cent of the total population will The expected expansion to the east and south-east reside beyond a distance of 16 miles. is clearly indicated. In the inner suburbs around the CBD it is predicted that the decline in population will be arrested and that redevelopment would result in an increased population of some 50,000 persons over the period to 1985. The greatest increase is expected in sector 6, and other important increases are expected to occur in sectors 12 and 14. The area between the 1964 and 1985 cordon lines is expected to contain about 591,500 people by 1985, of which a predicted 60 per cent will live in the east and south-east.
Population Density Table 3-2 also indicates the expected changes in the average number of persons in each household. Although, in the design area as a whole, the average number of persons per household is not expected to change greatly, particular sectors are expected to show marked departures from the 1964 average, for example, in areas where increased fiat development is predicted, the number of persons per household will decline. By contrast, larger households are expected in
* Metropolitan Planning Scheme 1954 : Prepared by Melbourne and Metropolitan Board of Works.
7 Table 3-2 Distribution of Population - 1964 and 1985 Survey Areas
Total Number of Persons Predicted Increase Sector Population as Average Number of Persons in Sector 1964 to 1985 Percentage of Tota) per Household Sector 1964 1985 Number Percentage 1964 1985 1964 1985
1 101 900 133 600 31 700 31·1 5·2 3·7 2·6 2·2 2 74 700 96 600 21 900 29·3 3·8 2·6 3·1 2·9 3 170 200 231 900 61 700 36 ·3 8·7 6·3 3·6 3·5 4 237 900 377 500 139 600 58·7 12·2 10·3 3·7 3·7 5 188 300 249 700 61 400 32·6 9·7 6·8 3·5 3·4 6 197 100 438 900 241 800 122·7 10. 1 12·0 3·3 3·3 7 214 300 284 100 69 800 32·6 11 ·0 7·8 3·5 3·3 8 117 100 145 000 27 900 23·8 6·0 4·0 2·4 2·0 9 132 200 144 000 11 800 8·9 6·8 3·9 3·0 2·7 10 226 900 263 000 36 100 15·9 11 ·6 7·2 3·5 3·3
11 92 100 155 600 63 500 68·9 4·7 4·3 3·5 3·5 12 115 200 278 800 163 600 142·0 5·9 7·6 3·9 3·8 13 23 600 54 000 30 400 128·8 1 ·2 1·5 3·8 3·7 14 60 100 209 900 149 800 249·2 3· 1 5·7 3·7 3·8
1 to 14 1 951 600 3 062 600 1 111 000 56·9 100·0 83 ·7 3·3 3·2
15 NA 107 800 NA . . .. 3·0 NA 3·5 16 NA 109 600 NA . . . . 3·0 NA 4·0 17 NA 31 800 NA .. . . 0·9 NA 3·6 18 NA 108 000 NA . . . . 3·0 NA 3·6 19 NA 157 300 NA .. . . 4·3 NA 3·8 20 NA 77 000 NA .. . . 2· l NA 3·8
Total .. 3 654 100 ...... 100·0 . . 3·3
NOTES: (1) 1964 Data is from Home Interview Survey, .1985 Projections by Melbourne and Metropolitan Board of Works. (2) Locations of Sectors are shown in Figure 3-1. (3) NA = Not Applicable (Areas are outside 1964 External Cordon). (4) Population excludes Institutional Population.
8 FIGURE 3 - 2 PREDICTED POPULATION DENSITY -1985
PERSONS PER SQUARE MILE
0 - s 999
6 000 - 11 999
12 000 - 17999
18 000 - 23 999
2' 000 - 29 999
30 000 ANO OVER SCALE••• IN MILES N
PORT PH/ll/ At i \
FIGURE 3-3 RADIAL DISTANCES THE 1985 SURVEY AREA FROM MELBOURNE GPO AT 2-MILE DISTANCES FROM THE GPO INTERVALS
36
Table 3-3 Distribution of Population According to Radial Distance from Melbourne G.P.0.-1964 and 1985 Survey Areas
Radial Distance 1964 Survey Area 1985 Survey Area of Ring from Melbourne G.P .0 . -- (Miles) Population in Ring Cumulative Population Population in Ring I Cumulative Population
0 to 2· 0 78 400 (4 ·0 %) 78 400 (4·0 %) 99 900 (2·7 %) 99 900 (2· 7 %) 2·01 - 4·0 355 400 (18 ·2 %) 433 800 (22· 2 %) 422 700 (11 ·6 %) 522 600 (14·3 %) 4·01 - 6·0 332 700 (17·0 %) 766 500 (39· 3 %) 370 700 (10· l %) 893 300 (24·4 %) 6·01 - 8·0 464 500 (23·8 %) l 231 000 (63 · 1 %) 528 200 (14 · 5 %J I 421 500 (38·9 %) 8·01 - 10·0 254 500 (13·0 %) 1 485 500 (76· 1 %) 435 200 (11 ·9%) l 856 700 (50·8 %) 10·01 - 12 ·0 161 800 (8·3 %) 1 647 300 (84·4 %) 480 100 (13· 1 %) 2 336 800 (63·9 %) 12·01 - 14·0 99 500 (5 · 1 %) 1 746 800 (89· 5 %) 360 500 (9 ·9%) 2 697 300 (73 ·8 %) 14 ·01 - 16 ·0 64 600 (3. 3 %) 1 811 400 (92· 8 %) 209 200 (5 . 7 %) 2 906 500 (79·5 %) 16·01 - 18·0 46 500 (2·4 %) 1 857 900 (95·2 %) 174 600 (4 ·8 %) 3 081 100 (84·3 %) 18·01 - 20·0 59 700 (3 · l %) 1 917 600 <98· 3 %) 150 700 (4· l %) 3 231 800 (88·4 %) 20 ·01 - 22·0 11 100 (0 ·6%) 1 928 700 (98. 8 %) 109 000 (3·0 %) 3 340 800 (91 ·4 %) 22·01 - 24·0 .. 1 928 700 (98 ·8 %) ll4 600 (3 ·1 %) 3 455 400 (94· 5 %> 24·01 - 26 ·0 22 900 (1 ·2%) 1 951 600 (100·0 %) 57 500 (1·6 %) 3 512 900 (96· I %) 26·01 - 28 ·0 . . .. 43 900 (l ·2 %) 3 556 800 (97. 3 %) 28·01 - 30·0 .. . . 56 800 (1 ·6 %> 3 613 600 (98·9 %) 30·01 - 32·0 .. . . 15 100 (0·4 %) 3 628 700 (99· 3 %) 32· 01 - 34·0 . . .. 20 400 (0·6 %1 3 649 100 (99·9 %) 34·01 - 36 ·0 .. . . 5 000 (0· I %) 3 654 100 (100·0 %)
Total 1 951 600 (100·0 %) .. 3 654 100 (100·0 %) . .
NOTES : (1) 1964 Data is from Home Interview Survey, 1985 Projections by Melbourne and Metropolitan Board of Works. (2) Population excludes Institutional Population. (3) Radial Distance is Airline Distance to District Centroid. Table 3-4 Distribution of Households According to Radial Distance from Melbourne G.P.0.-1964 and 1985 Survey Areas
1964 Survey Area 1985 Survey Area Radial Distance of Ring from ' Melbourne G.P.O. Cumulative Number Number of Households Cumulative Number (Miles) Number of Households in Ring of Households in Ring of Households
0 to 2·0 32 100 (5· 5 %) 32 100 (5·5 %) 43 700 (3·9%) 43 700 (3 ·9 %) 2·01 - 4·0 123 100 (21 ·0%) 155 200 (26 ·5%) 166 700 (15 ·I%) 210 400 (19·0 %) 4·01 - 6·0 108 000 (18 ·4 %) 263 200 (44·9%) 134 200 (12· 1 %) 344 600 (31·1 %) 6·01 - 8·0 129 700 (22 · l %) 392 900 (67·0%) 158 800 (14· 3 %J 503 400 (45·4%) 8 ·01 - 10·0 70 400 (12·0%) 463 300 (79·0%) 120 300 (10· 9 %) 623 700 (56· 3 %)
10 ·01 - 12·0 40 700 (6 ·9 %) 504 000 (85·9%) 128 200 (11 ·6%) 751 900 (67·9 %) 12·01 - 14·0 27 300 (4·6 %) 531 300 (90· 5 %) 97 900 (8·8 %) 849 800 (76·7 %) 14 ·01 - 16·0 16 800 (2·9%) 548 100 (93·4 %1 56 400 (5·1 %) 906 200 (81 ·8 %) 16·01 - 18 ·0 12 900 (2·2 %) 561 000 (95. 6 %J 46 600 (4·2%) 952 800 (86·0%) 18 ·01 - 20 ·0 16 300 t2·8 %) 577 300 (98·4%) 39 500 (3 ·6%) 992 300 (89·6%)
20·01 - 22·0 3 100 (O· 5%) 580 400 (98 ·9 %) 28 700 (2·6%) 1 021 000 (92 ·2 %) 22·01 - 24 ·0 .. 580 400 (98 ·9 %) 30 500 (2·7%) 1 051 500 (94·9 %) 24·01 - 26·0 6 600 (1·1 %) 587 000 (100·0%) 16 200 (l · 5 %) 1 067 700 (96·4%) 26·01 - 28·0 .. . . 11 400 (1 ·0%) 1 079 100 (97 ·4 %) 28 ·01 - 30·0 .. . . 16 200 (1 ·5 %) 1 095 300 (98·9%) 30·01 - 32·0 .. . . 4 600 (0 ·4 %) 1 099 900 (99·3 %) 32·01 - 34 ·0 .. . . 6 200 (0 ·6%) 1 106 100 (99·9%) 34·01 - 36·0 .. . . 1 300 (0· l %) 1 107 400 (100·0%)
I Total 587 000 (100·0%) .. I 1 107 400 (100·0%) . . NOTES: (1) 1964 Data is from Home Interview Survey, 1985 Projections by Melbourne and Metropolitan Board of Works. (2) Radial Distance is Airline Distance to District Centroid.
however, has risen even faster than real incomes. Estimated Income The expected rise in real incomes if achieved would ' ' Distribution mean that there would be more money for expenditure on cars, houses, fiats, consumer Development of national resources for Jocal and durables and leisure pursuits generally. overseas markets, and improving productivity in In 1964, 18 per cent of households had an income general, have contributed to a slow but steady rise of $5,000 or more. In 1985, 45 per cent of all in real income per head of population over recent households is expected to have this income in terms decades. On the basis of these trends it has been of 1964 money values (Table 3- 5). assumed that real income, that is, income that has The proportion of medium income households been adjusted for likely changes in money values, (earning from $2,500 to $4,999) is expected to would rise at an average rate of 1·5 per cent per fall slightly and that of households in the low income annum. group (less than $2,500) to show a sharp decrease R ate of growth of expenditure on motor cars, (Table 3-6).
10 Table 3-5 Percentage Distribution of Households According to Annual Household Income- 1964 and 1985 Survey Areas
Households in Each Sector Within Each Household Income Class
Sector 1964 s urvey A I ea 1985 Sur vey A r ea
Total Total Low I Medium High Number of Low Medium High Number of Households Households I
0/ I % % % % l o I % 1 50·5 36 ·2 13·3 39 800 22·8 I 46·6 30·6 61 000 2 49·8 37·9 ! 12·3 24 300 24·0 48·6 27·4 32 900 3 35·5 49·1 15·4 46 800 15·8 45·8 38·4 66 400 4 33·4 52· l 14 ·5 63 500 16·3 45·7 38·0 102 400 5 39· l 46·2 14·7 53 200 J6 ·7 45 ·6 37·7 72 600 6 32·8 46·6 20·6 60 300 11 ·0 37·2 51 ·8 132 900 7 26· 1 48· l 25·8 I 62 JOO 8·6 31 ·5 59·9 86 000 8 42·9 39·7 17 ·4 49 400 J2·4 39 ·8 47·8 73 900 9 35·7 41·4 22·9 44 200 8·9 31·1 60·0 53 800 10 27·2 50 ·5 22·3 64 700 9·0 35·3 55·7 79 400 11 31·6 52·6 15·8 26 600 11. 1 38·8 50· l 45 100 12 28·9 53·7 17·4 29 800 13·4 39·0 47·6 73 700 13 32·3 51 ·6 16. 1 6 200 11 ·0 44·2 44·8 14 500 14 36·6 46·0 17·4 J6 IOO 13·7 43·4 42·9 54 600 15 ...... 16·7 45 ·7 37·6 31 100 16 ...... 19·6 46 ·7 33·7 27 600 17 ...... 15·0 47·1 37 ·9 8 700 18 ...... 16·9 47·3 35·8 29 600 19 ...... 18·5 46·5 35·0 41 100 20 ...... 18·9 46·8 34·3 20 JOO
Total 35·1 46·6 18 ·3 587 000 14· l 41·1 44·8 1 107 400 I NOTES: (1) 1964 Data is from Home lnterview Survey, 1985 Projections by Melbourne and Metropolitan Board of Works. (2) Income Classes- Low : Less than $2,500 ; Medium : $2,500 to $4,999 ; H igh : $5,000 or more.
11 Table 3-6 Classification of Households According to Annual Household Incorne~l964 and 198 5 Survey .Areas
Number of Households with an Annual Household Income of- Total Households Sector I From $2 500 to $4 999 1 less than $2 500 (low) (medium) $5 000 or more (high) 1964 I 1985 1964 1985 1964 1985 1964 1985
1 20 100 13 900 14 400 28 400 5 300 18 700 39 800 61 000 2 12 100 7 900 9 200 16 000 3 000 9 000 24 300 32 900 3 16 600 10 500 23 000 30 400 7 200 25 500 46 800 66 400 4 21 200 16 700 33 100 46 800 9 200 38 900 63 500 102 400 5 20 800 12 100 24 600 33 100 7 800 27 400 53 200 72 600 6 19 800 14 600 28 100 49 400 12 400 68 900 60 300 132 900 7 16 200 7 400 29 900 27 100 16 000 51 500 62 100 86 000 8 21 200 9 200 19 600 29 400 8 600 35 300 49 400 73 900 9 15 800 4 800 18 300 16 700 10 100 32 300 44 200 53 800 IO 17 600 7 200 32 700 28 000 14 400 44 200 64 700 79 400 J 1 8 400 5 000 14 000 17 500 4 200 22 600 26 600 45 100 12 8 600 9 900 16 000 28 700 5 200 35 100 29 800 73 700 13 2 000 1 600 3 200 6 400 1 000 6 500 6 200 14 500 14 5 900 7 500 7 400 23 700 2 800 23 400 16 100 54 600 15 . . 5 200 . . 14 200 . . 11 700 .. 31 100 16 . . 5 400 . . 12 900 . . 9 300 .. 27 600 17 . . 1 300 . . 4 100 . . 3 300 .. 8 700 18 . . 5 000 . . 14 000 . . 10 600 .. 29 600 19 . . 7 600 . . 19 100 . . 14 400 .. 41 100 20 . . 3 800 . . 9 400 . . 6 900 .. 20 100
Total 206 300 156 600 273 500 455 300 107 200 495 500 587 000 1 107 400
NOTE: 1964 Data is from Home Interview Survey, 1985 Projections by Melbourne and Metropolitan Board of Works.
Distribution of Work Force locational requirements and, in part, on a detailed analysis of past activity in a number of industrial at Place of Employment categories such as manufacturing, community and business services and wholesaling. It is expected that trips between places of work and A comparison of employment at 1964 and 1985 residence will still represent a major proportion of by sector (Table 3- 7) shows that sector 1 will all daily travel in 1985. In estimating future work have the greatest increase in numbers of jobs but travel patterns it was necessary to make projections the proportion that sector 1 jobs will represent of of the location, the number and general types of jobs the total employment is expected to decline from and to forecast working population at places of 38 per cent to 28 per cent. In addition to the CBD, residence. Occupation characteristics are described very high employment densities are expected in parts in Chapter VI of Volume I. of Carlton, Fitzroy, South Melbourne, Richmond, Total employment in the design area is expected Collingwood, East Melbourne and North Melbourne, to reach 1,611 ,000 in 1985, which would represent with high densities also expected in Oakleigh, Foots an increase of 95 per cent and 1,514,200 of these cray, Camberwell and Box Hill shopping centres jobs are expected to be within the 1964 survey area. (Figure 3-4). Distribution of estimated jobs was based in part on In general, the high concentration of employment
12 FIGURE 3 -4 PREDICTED EM PLOYMENT DENSITY -1985
JOBS PER SQUARE MILE
0 - 499
500 - 999
1 000 - 4 999
5 000 - 14 999
15 000 - 29 999
30 000 AND OVER SCALE••• IN MILES N
Table 3-7 Distribution of White Collar and Blue Collar Employment Opportunities Throughout the 1964 and 1985 Survey Areas
White Collar Jobs Available in Sector Blue Collar Jobs Available in Sector Total Jobs Available in Sector
Sector 1 Predicted 1964 1985 Predicted 1964 1985 Predicted 1964 1985 Increase Increase I Increase
1 179 200 272 500 93 300 134 800 181 900 47 100 314 000 454 400 140 400 2 20 800 34 700 13 900 44 900 49 500 4 600 65 700 84 200 18 500 3 22 700 43 600 20 900 56 400 98 000 41 600 79 100 141 600 62 500 4 16 800 46 300 29 500 30 400 80 900 50 500 47 200 127 200 80 000 5 18 300 35 700 17 400 36 700 60 100 23 400 55 000 95 800 40 800 6 20 000 46 800 26 800 23 800 50 000 26 200 43 800 96 800 53 000 7 17 100 36 600 19 500 17 300 32 700 15 400 34 400 69 300 34 900 8 16 200 21 700 5 500 18 000 23 000 5 000 34 200 44 700 10 500 9 13 600 21 300 7 700 14 000 18 800 4 800 27 600 40 100 12 500 10 25 100 46 500 21 400 38 300 73 600 35 300 63 400 120 100 56 700 11 7 800 19 600 11 800 9 200 24 100 14 900 17 000 43 700 26 700 12 11 600 38 700 27 100 16 800 70 600 53 800 28 400 109 300 80 900 13 2 200 7 500 5 300 2 100 7 500 5 400 4 300 15 000 10 700 14 5 500 25 100 19 600 8 000 46 900 38 900 13 500 72 000 58 500
l to 14 376 900 696 600 319 700 450 700 1817 600 366 900 I 827 600 1 514 200 686 600 I 15 NA 8 100 . . NA 7 800 . . NA 15 900 .. 16 NA 9 800 . . NA 14 500 . . NA 24 300 .. 17 NA 2 600 . . NA 3 900 . . NA 6 500 .. 18 NA 8 800 . . NA 11 800 . . NA 20 600 .. 19 NA 8 600 . . NA 9 700 . . NA 18 300 .. 20 NA 3 500 . . NA 7 700 . . NA 11 200 ..
Total . . 738 000 . . . . 873 000 . . l . . 1 611 000 .. I NOTES : (l) 1964 Data is from Home Interview Survey, 1985 Projections by Melbourne and Metropolitan Board of Works. (2) Locations of Sectors are shown in Figure 3-1. (3) NA = Not Applicable (Areas are outside 1964 External Cordon).
l3 in and around the CBD is expected to continue. 354 cars per 1,000 persons, as compared to an actual However, employment should also be well dispersed level of 239 cars per 1,000 in 1964. throughout the metropolitan area, with only 15 of Forecasts for individual smaller areas in Mel the 198 districts having less than 1,000 jobs. The bourne were developed in a similar way, taking into proportion of the work force in the total population account the estimated household income and work is expected to remain the same in 1985 as it was in force structure, and the accessibility to public 1964. Likewise, the ratio of white collar work force transport. An estimated total of 1,291,400 cars to total work force is expected to be unchanged. are expected to be garaged in the design area in 1985 (Table 3-8). Of these, 1,091,100 are expected to be garaged within the 1964 survey area which would represent an increase of 134 per cent over Distribution of the 1964 figure. Individual sectors show predicted Car Ownership increases ranging from 50 per cent to 415 per cent. General-Cars and Travel Generally high growth rates have been forecast for Car ownership affects traffic generation and the areas where the population increase is expected to be choice of means of travel. The travel habits of h igh, particularly in the north-east, east and south car owners are different from those of other citizens east. and this is particularly important in planning a W bile in 1964 there was an average of 0 · 8 cars transportation system. per household throughout the study area (Table 3- 9), Future travel demand will depend to a large more than one-third of all households had no car at extent on the·Jevels of car ownership. In Melbourne, aJJ, and 14 per cent had more than one car (Table car ownership is rising rapidly at a rate which 3-10). The increase in the ownership ratio projected approximates that experienced in the USA in recent for 1985, if achieved, would bring with it changes decades. in the structure of car ownership by households. The following factors were taken into considera It was important to forecast this new car ownership distribution pattern, in relation to income and other tion in projecting the car ownership for Melbourne residential characteristics, as part of the process of in 1985: arriving at the future travel projections. Ownership Car ownership characteristics in each of the 140 patterns in some major overseas cities are ind icated districts, in conjunction with other relevant district in Table 3-11. Using these overseas figures, together characteristics, such as, household income, number with the ownership distribution patterns shown to of workers per household, and the availability of exist in Melbourne in 1964, it was predicted that public transport. in 1985 cars would be owned by 83 per cent of Car ownership trends in Australia and overseas. households, and that 29 per cent of these would be The concept of an ownership "saturation " level m ultiple ownerships. T he car ownership charac (developed in England by J. C. Tanner and used teristics in 1964 are compared with those predicted also in Australia by the Commonwealth Depart for 1985 in Figure 3-6. ment of Shipping and Transport). In estimating the proportion of households in each Car ownership trends (Figure 3-5) show the car ownership group at district level, it was assumed leadership of the United States and Canada in car that the proportion of households with 0, 1 and 2 or ownership ratios, and that the rate of increase in more cars within each income group, would remain the ratio tends to fall as car ownership rises. the same in l 985 as in 1964 and that changes in Ownershlp by Household ownership would follow the same pattern as the To estimate Melbourne's car ownership in 1985, the changes predicted to occur in household incomes. projected number of persons in households was used The districts between the 1964 and 1985 survey area as a base, and from investigations using empirical boundaries were assumed to have characteristics data, it was predicted that 380 cars per 1,000 persons similar to those which existed in equivalent districts would represent the saturation level. Beyond this within the 1964 survey area. The predicted 1985 level it was predicted that car ownership would distribution of car owning households is shown in increase only in proportion to population growth'. Figure 3-7. Recent car ownership trends were projected as growth curves using the assumed saturation level as the upper limit. The resulting ratios for 1985 were applied to the population forecasts, to derive the estimated numbers of vehicles likely to be registered in the design area in that year. Car ownership ratio in 1985 was estimated to be
14 0-250 z 0 {/) ffi Cl. 0·200 a:: L&J Cl.
V) 0·150 a:: ct C.)
O•I 00
1950 1955 1960 1965 1970 1975 1980 1985 YEAR
FIGURE 3-5 TRENDS ANO FORECASTS OF CARS PER PERSON FOR MELBOURNE ANO SELECTED OVERSEAS COUNTRIES
HOUSEHOLD INCOME CLASS
130300 84600 72800
66500 3200
5500
MEDIUM 71900 • 2500 ·TO • 4999
168400 283900
99200
HIGH • !5000 AND OVER
249700
214300
ALL HOUSEHOLDS
600100
FIGURE 3-6 19M NO C.IR HOUSEHOLDS 1985 NO CAR HOUSEHOLDS CAR OWNERSHIP BY 1964 ONE CAR 198!5 ONE CAR INCOME CLASS - 1964 MULTI CAR 1964 ANO 1985 SURVEY AREAS i 198!5 MULTI CAR
FIGURE 3 - 7 PREDICTED DISTRIBUTION OF CAR-OWNING HOUSEH OLDS 1985
PERCENTAGE OF HOUSEHOLDS WITH CAR AVAILABLE
0 'I, - 39 •/,
'0'/, - 59 .,,
60 .,, - 79 .,,
ao •1, - 89 •1.
90 .,, - 100 •1.
NO HOUSEHOLDS IN DISTRICr SCALE- II\! M..ILES N
Table 3-8 Distribution of Cars Available to Residents-1964 and 1985 Survey Areas
Total Cars Available to Sector Residents
Sector Predicted Increase Number in 1964 Number in 1985 I Number Per Ceot
I 15 300 43 200 27 900 182 2 8 300 21 500 13 200 159 3 34 100 80 600 46 500 136 4 50 500 121 900 71 400 14 1 5 38 000 79 500 41 500 109 6 53 700 169 900 116 200 216 7 63 600 102 500 38 900 61 8 26 700 58 800 32 100 120 9 39 100 58 500 19 400 50 10 65 500 104 200 38 700 59 11 23 700 59 600 35 900 152 12 28 100 102 600 74 500 265 13 5 700 17 800 12 100 212 14 13 700 70 500 56 800 415
I 1 to 14 466 000 1 091 100 625 100 134
I 15 NA 38 400 . . .. 16 NA 34 900 . . .. 17 NA 10 600 . . . 18 NA 36 100 . . .. 19 NA 51 300 . . .. 20 NA 29 000 .. . .
I Total I . . 1 291 400 . . .. NOTES: (1) 1964 Data is from Home Interview Survey, 1985 Projections by Melbourne and Metropolitan Board of Works. (2) Locations of Sectors are shown in Figure 3- 1. (3) NA = Not Applicable (Areas are outside 1964 External Cordon). (4) The Numbers of Cars Available include Cars Owned, and also the Government and Company Cars Available to and Garaged by Residents.
15 Table 3-9 Distribution of Households According to Car Availability- 1964 and 1985 Survey Areas
Distribution of Households in Sector According to Car Availability Total Car Owning - Total Households Households in in Sector Sector Sector No Car One Car Two or More Cars
1964 I 1985 1964 1985 1964 1985 1964 1985 1964 1985 1 26 100 26 500 12 000 28 100 I 500 6 400 13 700 34 500 39 800 61 000 2 17 000 15 300 6 600 14 600 800 3 000 7 400 17 600 24 300 32 900 3 18 200 9 600 23 800 36 200 4 800 20 600 28 600 56 800 46 800 66 400 4 21 500 15 300 34 500 57 900 7 500 29 200 42 000 87 100 63 500 102 400 5 21 800 13 100 25 500 42 400 5 800 17 100 31 300 59 500 53 200 72 600 6 18 800 16 200 30 800 70 900 10 700 45 800 41 500 116 700 60 300 132 900 7 14 000 12 000 34 600 49 600 13 500 24 400 48 100 74 000 62 100 86 000 8 27 000 26 900 18 700 37 300 3 700 9 700 22 400 47 000 49 400 73 900 9 14 500 9 700 21 400 32 000 8 300 12 100 29 700 44 100 44 200 53 800 10 15 000 7 700 35 800 42 900 13 900 28 800 49 700 71 700 64 700 79 400
11 7 800 4 400 14 600 24 600 4 200 16 100 18 800 40 700 26 600 45 100 12 6 800 6 900 18 500 36 900 4 500 29 900 23 000 66 800 29 800 73 700 13 1 700 1 600 3 500 8 200 1 000 4 700 4 500 12 900 6 200 14 500 14 4 800 5 300 9 200 30 000 2 100 19 300 11 300 49 300 16 100 54 600 1 to 14 215 000 170 500 289 700 511 600 82 300 267 100 372 000 778 700 587 000 949 200
15 NA 3 600 NA 17 700 NA 9 800 NA 27 500 NA 31 100 16 NA 3 100 NA 15 500 NA 9 000 NA 24 500 NA 27 600 17 NA 1 100 NA 5 000 NA 2 600 NA 7 600 NA 8 700 18 NA 3 700 NA 17 000 NA 8 900 NA 25 900 NA 29 600 19 NA 4 800 NA 23 400 NA 12 900 NA 36 300 NA 41 100 20 NA 1 500 NA 9 900 NA 8 700 NA 18 600 NA 20 100 Total .. 188 300 . . 600 100 . . 319 000 . . 919 100 I . . 1 107 400 I I I -- NOTES : (I) 1964 Data is from Home Interview Survey, 1985 Projections by Melbourne and Metropolitan Board of Works. (2) Locations of Sectors are shown in Figure 3- 1. (3) A Car Owning Household is defined as one having a Private, Company or Government Car or Station Wagon available for both Business and Personal Use. (4) NA = Not Applicable (Areas are outside 1964 External Cordon).
16 Total Cars Available Cars per Car Cars per in Sector Owning Household Household
1964 1985 1964 1985 1964 1985
15 300 43 200 1· 1 1·3 0·4 0·7 8 300 21 500 l · 1 l ·2 0· 3 0·7 34 100 80 600 l ·2 1 ·4 0·7 1·2 50 500 121 900 l ·2 l ·4 0·8 I· 2 38 000 79 500 1·2 1·3 0·7 1 · 1
53 700 169 900 1·3 1·5 0·9 l · 3 63 600 102 500 1·3 l ·4 1 ·0 I ·2 26 700 58 800 1 ·2 1·3 0·5 0·8 39 100 58 500 1 ·3 1. 3 0·9 1 . 1 65 500 104 200 1 ·3 I ·5 1 ·0 I ·3
23 700 59 600 l · 3 1·5 0·9 l · 3 28 100 102 600 I ·2 l · 5 0·9 I ·4 5 700 17 800 1. 3 l ·4 0·9 l · 2 13 700 70 500 l · 2 l ·4 0·9 1. 3
466 000 1 09 1 100 I · 3 l ·4 0·8 I · I
NA 38 400 . . l ·4 .. 1 ·2 NA 34 900 . . l ·4 .. l ·3 NA 10 600 . . l · 4 .. I ·2 NA 36 100 . . I ·4 .. 1 ·2 NA 51 300 . . l ·4 .. I ·2 NA 29 000 . . l · 6 .. I ·4 . . 1 291 400 . . l ·4 .. l · 2 -
17 Table 3-10 Comparison of Car Availability with Annual Household Income- 1964 and 1985 Survey Areas
Distribution of Households According to Annual Household Incom e - Total H ouseholds Household Car Less than $2 500 $2 500 to $4 999 $5 000 or More Availability 1964 1985 1964 1985 1964 I 1985 1964 1985 No Car 130 300 84 600 71 900 72 100 12 800 I 31 600 215 000 188 300 (63 %) (54 %) (26 %) (16%) (12%) (6%) (37%) (17%) One Car 72 800 66 500 168 400 283 900 48 500 249 700 289 700 600 100 (35 %) (42 %) (62 %) (62 %) (45 %) (51 %) (49 %) (54%) Two or More Cars 3 200 5 500 33 200 99 200 45 900 214 300 82 300 319 000 (2 %) t4 %) (12%) (22 %) (43 %) (43 %) (14 %) (29 %) -- ' All Households 206 300 156 600 273 500 455 200 107 200 495 600 587 000 1 107 400 (100 %) (100 %) (100 %) (100 %) (100 %) (100 %) (100 %) (100 %)
NOTE: 1964 Data is from Home Interview Survey, 1985 Projections by Melbourne and Metropolitan Board of Works.
Table 3-11 Availability of Cars per Household and per 1000 Persons in Melbourne and Selected Overseas Cities
Distribution of Households According to Cars per Total Survey Households Car Availability- Percentage H aving City Year I 000 in Survey P ersons Area No Car One Car Two or More Cars I Melbourne 1964 239 587 000 37 49 14 Pittsburgh 1958 267 452 000 28 58 14 Baltimore 1962 278 481 000 28 55 17 Boston 1963 297 1 090 000 25 55 20 London 1962 147 2 959 000 62 l 34 4 NOTE: Data is from the Home Interview Surveys conducted in each City.
18 It is expected that in 1985, 54 per cent of low and Northcote. Travel attraction was projected from income households, 16 per cent of medium income the estimated student enrolments at educational households, and 6 per cent of high income establishments at the present or assumed future households will have no car (Table 3-10). locations (Table 3-12). Resident students and school However, over half of all households are predicted enrolments are not actually in balance, because no to have one car, and nearly 30 per cent to have two adjustment was made for the different travel habits or more cars. These projections are shown in of full-time and part-time students and student 1elation to 1964 patterns in Figure 3-8. boarders. As pointed out in Volume I, Chapter VI, The ratio of cars per car owning household is this difference does not invalidate the use of school expected to be 1·4 in 1985, as against 1·3 in 1964 enrolment figures to estimate the school trip (Table 3-9). Overall, the average number of cars attraction index. per household is expected to rise from 0 · 8 to 1 · 2. While the tertiary students account for rather Jess Only in the inner areas of Melbourne, Port than 10 per cent of the total estimated number of Melbourne, South Melbourne, Collingwood, Fitzroy, students they do represent an important factor in Richmond, Prahran and St. Kilda is it expected that relation to transportation planning because they are the number of households will exceed the number normally grouped in a relatively few large of owned cars in 1985. establishments.
Distribution of Retail Activity An indication of the estimated future relative importance of major retail centres was required to assist in projecting future shopping trips. Therefore, retail sales were projected, taking into account the following: The predicted distribution of population and its income structure. Analysis of historical data relating to the distribution of retail activities and population. Knowledge of current shopping centre develop ment trends, and potential catchment areas of planned centres. As in 1964, the CBD is expected to account for about ten times the sales volume of any other single centre, but the level of sales there is expected to increase by only a small amount. While development since 1964 has been in accordance with the general estimates, the precise location and size of centres has varied and some adjustment of estimates may be necessary later.
School Enrolment The forecast indicates a student population of 938,800 in the design area, and their estimated distribution is shown in Table 3- 12. The total includes all educational levels. Suitable allowance was made for increasing rates of attendance at secondary and tertiary levels. The distribution of school enrolment at residence generally follows population distribution with the largest expected number in the municipalities of Hawthorn, Kew, Doncaster and Ternplestowe, Heidelberg, and parts of Diamond Valley, Eltham,
19 8469/69.-3 Table 3-12 Distribution of Students and Student Enrolments- 1964 and 1985 Survey Areas
I Students Living in Sector Student Enrolment in Sector Sector 1964 1985 1964 l 1985
1 14 300 (3. 5 %) 27 500 (2 ·9 %) 39 400 (9· l %) 49 400 (5·2%) 2 10 700 (2·6%) 20 000 (2· l %) 12 800 (2·9 %) 15 800 (1 ·7 %) 3 36 400 (8·9 %) 63 000 (6·7 %) 38 300 (8 ·8 %) 57 700 (6· 1 %) 4 55 000 (13. 5 %) 100 700 (10·7 %) 54 100 (12·4 %) 101 000 (10. 6 %) 5 38 000 (9·3%) 63 200 (6 ·7 %) 37 100 (8·5 %) 71 200 (7·5 %)
6 42 600 (10·4%) 110 500 (11 ·8 %) 43 100 (9·9 %) 106 400 (11·2 %) 7 49 500 (12· 1 %) 78 800 (8 ·4 %) 48 900 (11 ·2 %) 66 900 (7 ·0%) 8 14 800 (3·6%) 25 400 (2·7 %) 15 500 (3·6%) 23 300 (2·5 %) 9 24 300 (6·0%) 31 500 (3·4%) 21 600 (5·0%) 27 900 (2·9%) 10 52 900 (13 ·0 %) 70 000 (7 · 5 %) 51 900 (11 ·9%) 82 500 (8·7 %)
11 21 600 (5·3 %) 40 400 (4·3 %) 21 700 (5·0 %) 40 000 (4·2 %) 12 27 800 ~6·8 %) 75 600 (8· l %) 28 900 (6·6%) 74 400 (7·8 %) 13 6 100 1·5%) 14 700 (1 ·6%) 7 600 (1 ·8 %) 14 700 (l ·6 %) 14 14 400 (3·5%) 58 000 (6 ·2 %) 14 400 (3·3 %) 60 100 (6· 3 %)
1 to 14 408 400 (100 %) 779 300 (83· 1 %) 435 300 (100 %) 791 300 (83 . 3 %)
15 NA 26 500 (2·8 %) NA 26 000 (2·7 %) 16 NA 33 600 (3·6%) NA 32 100 (3·4%) 17 NA 8 500 (0·9 %) NA 8 200 (0·9 %) 18 NA 29 300 (3· 1 %) NA 27 500 (2·9 %) 19 NA 41 500 (4·4 %) NA 43 200 (4· 5%) 20 NA 20 100 (2· 1 %) NA 2 1 700 (2·3 %)
Total f .. 938 800 (100%) . . 950 000 (100 %)
NOTES: (1) 1964 Data is from Home Interview Survey and Education Authorities, 1985 Projections by Melbourne and Metropolitan Board of Works. (2) Locations of Sectors are shown in Figure 3-1. 3) NA = Not Applicable (Areas are Outside 1964 External Cordon).
20 1964
ZERO - CAR HOUSEHOLDS 215000 (37%)
ONE - CAR HOUSEHOLDS 289700 ( 49%)
MULTI - CAR HOUSEHOLDS 82300 ( 14 %)
TOTAL HOUSEHOLDS 587000
1985
ZERO - CAR HOUSEHOLDS 188300 ( 17%)
ONE - CAR HOUSEHOLDS 600100 ( 54o/o)
MULTI - CAR HOUSEHOLDS 319000 ( 29%)
TOTAL HOUSEHOLDS 1107400
FIGURE 3-8 CAR - OWNING HOUSEHOLDS 1964 AND 1985 SURVEY AREAS
continue to attract trips in the design year. Chapter Four It is because the reasons for travel do not alter that it is possible to use mathematical equations to Travel Predictions predict future travel patterns. Using the 1964 data, mathematical equations were developed which expressed the relationship between trips produced and trips attracted on the one hand and different types of land use on the other. By substituting in these equations for the 1964 figures the predicted population and the predicted land use figures for 1985, the likely travel demand for that year was obtained. Similarly, predictions were obtained covering likely modal choice for trips, the distribution of the different categories of trips, the trips likely to be produced and attracted by each Travel in 1985 zone and the number and distribution of all trips. These predic~ions represented basic estimates and In the larger metropolitan area of 1985, the work were subject to further refining during the plan force will still require various modes of transport to development stage described in Chapter F ive. go to and from work every day. But it will be a much larger work force. The number of jobs, cars and car-owning households will be substantially greater. More students will be attending schools Travel Demand and universities. Trips for business purposes will Person Trips rise and so too will the number of shopping trips by The number of daily trips (movement from zones housewives. More commercial goods vehicles will of origin to zones of destination) to be made by be making more trips. residents of the design area in 1985 is predicted to be While all these factors will change in this manner, 7,504,000 which is almost 2t times the 1964 figure the reasons for travel will remain the same in the (Table 4-1). This will be due to an expected sense that the land use factors which produced trips increase in population and in the number of daily will continue to act as trip producers and those uses trips per person. Trips per person are expected which played the role of trip attractors in 1964 will to rise from 1 ·56 in 1964 to 2·05 in 1985.
Table 4-1 Total Daily Person Trips by Main Mode- 1964 and 1985 Survey Areas
1964 1985 Main Mode of Travel Number Per Cent Number Per Cent --
Private Transport 2 021 780 66·4 6 116 000 81·5 Public : Off Street- Train 380 394 12·5 661 000 8·8 On Street-Tram /Bus 64,3 402 21·1 727 000 9·7
Total 3 045 576 100 ·0 7 504 000 100·0
21 Modes having regard to the predicted increase in car ownership and the outward spread of population and Predicted person travel for 19 85 was distributed housing, is not surprising. according to the main mode of transport likely to be A 74 per cent increase in rail and a 23 per cent used for each trip. This predicted distribution of increase in tram/ bus travel is predicted. However, trips for 1985 compared with the distribution for is because of the predominance of car travel, the public 1964 in Table 4-1 and Figure 4-1. transport component of all trips in 1985 is expected Generally, a trip only requires one mode to enable to be 2 1 · 6 per cent. In 1964 public transport a person to get from his point of origin to his point accounted for 37 · 7 per cent of all daily trips. of destination. However, in many cases a trip requires more than one mode--it has a main mode Policies designed to encourage the use of public and one or more feeder trips at either end. transport, on the one hand and, on the other, a In Table 4-1 multi-mode trips are recorded by the delay in the implementation of road plans could main mode only and the feeder trips are not included result in a proportionately greater usage of public in the figures. The table constitutes a prediction transport than the predictions show. of the expected total person movements from origin to destination and does not disclose the important ·. r<:>.l.e of tram/ bus and car as feeders to the rail ·· network. Trips by Purpose ~.To obtain a clear picture of the number of trips An analysis of travel by purpose for 1964 and 1985 - e.~pected to be made each day on each mode it is was made in terms of the number of trips expected ..P . · necessary to add the predicted feeder trips to the to be made in 1985 compared to 1964. :.~! ~)ures for person travel (Table 4-2). Non home-based, passenger delivery, and social ~;: ::; It will be noted that travel by private car is and recreational trips are each expected to show -~ expected to show the greatest increase. The marked increases in 1985. Non home-based trips · D ffi'ediction is that the number of trips per day will are predicted to rise by about 206 per cent, passenger i l~al 6,367,000 and represent 78 ·4 per cent of all delivery trips by 223 per cent and social and ···- ~85 daily trips. This represents a tremendous recreational trips by 160 per cent (Table 4-3 and ..:J :liicrease in the use of the private car, but Figure 4-2). ::-: :"? -
Table 4-2 Total Daily Person Trips (Including Feeder Trips) by Mode- 1964 and 1985 Survey Areas
1964 1985 Mode of Travel Number Per Cent Number Per Cent -- Private Transport 2 099 708 62·3 6 367 000 78·4 Public : Off Street- Train 381 679 11 ·3 663 000 8·2 On Street- Tram/Bus 888 196 26·4 l 093 000 13·4
Total 3 369 583 100·0 8 123 000 100 ·0
22 CAR 2021780 CAR 6 116 000 >- ~ a: z- a:4: z co z ::::i ~ ..... CL. z a: w o~ u.. z 0 >-a:: a:- I- > Cl)Z-w -cz 1964 1985 ~z ~ 3 045 576 TRIPS 7 504 000 TRIPS
FIGURE 4 - 1 TOTAL DAILY PERSON TRIPS BY MAIN MOOE 196' AND 1985 SURVEY AREAS
WHITE COLLAR WORK NON 1 178 000 HOME-BASED I 788 000
1964 1985
3045576 TRIPS 7 504 000 TRIPS
FIGURE 4 - 2
TOTAL DAILY PERSON TRIPS BY PURPOSE 1964 AND 1985 SURVEY AREAS
Table 4-3 Total Daily Person Trips by Purpose- 1964 and 1985 Survey Areas
1964 I 1985 Purpose I Number Per Cent Number Per Cent I I White Collar Work 520 926 17 · 1 I 1 178 000 1 17·7 Blue Collar Work I 630 625 20·7 1 177 000 I 15· 7 I Business and Shopping 1 480 998 15· 8 l 162 000 15·5 Social and Recreational 360 034 11 ·8 937 000 12·5 School 263 546 8·7 601 000 8·0 Passenger Delivery 204 875 6·7 661 000 8·8 Non Home-based 584 572 19·2 1 788 000 23·8
Total 3 045 576 100·0 7 504 000 I 100·0 l I I
Central Business District In 1985 trips to and from the CBD by all modes are expected to account for 9 · 3 per cent of all trips in the survey area compared to 18 · 0 per cent of all trips in 1964. Predicted daily CBD trips by the main mode of travel are shown in Table 4-4 and Figure 4-3. (Feeder trips excluded.) In Table 4-5 the CBD trips are shown with the feeder trips added.
Table 4-4 Total Daily Central Business District Trips by Main Mode
1964 1985 Main Mode of Travel Number Per Cent Number Per Cent
Private Transport 181 817 34 ·9 279 000 40·0 Public: Off Street-Train 149 611 28·8 232 000 33 ·2 On Street-Tram/Bus 188 823 36·3 187 000 26 ·8
Total 520 251 100·0 698 000 100 ·0
23 Table 4-5 Total Daily Trips Associated with CBD Travel (Including Feeder Trips) by Mode
1964 1985 Mode of Travel Number Per Cent Number Per Cent -- I Private Transport 198 465 33 · l 304 000 38·6 Public : Off Street- Train 149 611 25·0 232 000 29·5 On Street- Tram/Bus 251 179 41 ·9 25 1 000 31 ·9
Total 599 255 100·0 787 000 100·0
By comparing the two tables it is apparent that The total trips associated with worker travel to the many feeder trips are associated with CBD person CBD in 1985 (including feeder trips) are expected to travel and these constitute an important element in rise by 110,800 per day or 34 per cent over 1964 the demand for transport services providing links figures (Table 4- 7). Total private transport trips with the CBD. Trips associated with CBD travel associated with worker travel are expected to by all modes in 1985 are expected to show an increase by 55 per cent, rail by 62 per cent and increase of 187,700 per day or 31 per cent over tram/ bus to remain approximately the same. 1964 figures. It is expected that the number of trips to be made by cars will rise by 53 per cent, rail by 55 per cent and tram/ bus to remain approximately the same.
CBD Work Trips Work trips to the CBD are expected to be 51 per cent of CBD travel in 1985 compared to 49 per cent in 1964 (Table 4-6 and Figure 4-4).
Table 4-6 Total Daily CBD Work Trips by Main Mode -- 1964 1985 Main Mode of Travel Number Per Cent Number Per Cent
Private T ransport 59 668 23·3 96 000 26·9 Public: Off Street- Train 108 862 42·5 176 000 49·3 On Street- Tram /Bus 87 689 34·2 85 000 23·8
Total 256 219 100·0 357 000 100·0 -
24 CAR 279 000
RAIL moeo
196' 1985
520 251 TRIPS 698000 TRIPS
FIGURE 4-3
TOTAL DAILY CBO TRIPS BY MAIN MODE 1964 AND 1985 SURVEY AREAS
1985 1964
256 219 TRIPS 357 000 TR I PS
FIGURE 4-4
TOTAL DAILY C80 WORK TRIPS BY MAIN MODE 1964 AND 1985 SURVEY AREAS
Table 4-7 Total Daily Trips Associated with CBD Worker Travel (Including Feeder Trips) by Mode
1964 1985 Mode of Travel Number Per Cent Number Per Cent
Private Transport 79 487 25·0 123 000 28·7 Public : Off Street-Train 108 862 34 ·2 176 000 41 ·0 On Street-Tram /Bus 129 836 40·8 130 000 30 ·3
Total 318 185 100·0 429 000 100·0
continue to represent about 20 per cent of the Commercial Goods Vehicles total commercial goods trips and the average Delays and holdups in the transport of merchandise trips per vehicle will rise overall from 5 · 7 and materials can be a heavy cost to the community to 6 · 2 trips per day. and it is just as important to remove these as it is to speed up the flow of passenger travel. Trips by commercial goods vehicles-heavy and light trucks, panel vans, utilities aod taxi trucks-were there fore also analysed and projections made of the number of trips they are expected to make. The number of commercial goods vehicles is expected to rise from 91,475 in 1964, to 194,000 in 1985, an Table 4-8 increase of 117 per cent in light vehicles and 75 Commercial Goods Vehicles per cent in heavy vehicles. It is expected that pick-up and delivery of goods -Daily Trips- 1964 and 1985 between wholesale and retail establishments, move Survey Areas ment of raw materials and partly processed goods between supply and manufacturing or processing Trips points and the concentration of truck movement Truck Type around industrial complexes, both within and outside 1964 1985 the CBD, will follow the same general pattern as in the past. A large proportion of heavy vehicle traffic will consist of movement into and away from the *Light (less than six tons port and rail area situated on the western perimeter gross) 413 154 955 000 of the CBD. Here a vast concentration of freight *Heavy (more than six tons gross) handling facilities is being developed and this will 105 697 251 000 centralise the large volume of country, interstate and Total 518 851 1 206 000 overseas goods traffic in a comparatively small part of the survey area. * Light trucks include panel vans and utilities and heavy trucks include vehicles with three or more axles regardless A substantial increase in commercial vehicle of gross weight movements is expected to occur by 1985 (Table 4--8). Another significant trend will be an increase in the average trip length made by commercial goods vehicles because of the spread of industry away from the CBD and the growing development of industrial centres in the eastern suburbs and around the Dandenong/ Springvale and developing Westernport area. Heavy truck movement will
25 External Vehicle Trips External trips are trips which have their origin and/ or destination outside, and at some point pass through, the survey area. The number of trips that crossed the 1964 survey cordon in 1964 was obtained from the surveys conducted at that cordon. The projected number of trips for 1985 which would cross the 1985 cordon was obtained from the predictive models. As the 1964 figures and 1985 predictions related to traffic volumes at two different points, the increase was determined by ascertaining which of the external trips made in 1964 actually went beyond the 1985 cordon. This figure was then compared with the prediction for 1985 and the difference between the two was the amount of increase. The respective figures for cars and commercial goods vehicles for the two cordons are presented in Table 4-9. External Corridor Volumes External corridor volumes for 1964 were obtained from the surveys carried out at the 1964 cordon. These volumes were classified as having one end of the trip in a particular external corridor (Figure 4-5) and the other end either within the survey area (a local external trip) or in another external corridor (through trip). Table 4-10 shows the 1964 volumes for the 1964 and 1985 external cordons as well as the corresponding predicted 1985 volumes for the 1985 external cordon. The total predicted percentage increase for the 1985 cordon is 263 per cent with a range of 105 to 339 per cent.
Table 4-9 Daily External Vehicle Trips- 1964 and 1985 Survey Areas
1964 Trips at 1964 Trips at 1985 Trips at Percentage Increase Vehicle 1964 Cordon 1985 Cordon 1985 Cordon at 1985 Cordon
Cars 60 796 37 400 130 800 250 Commercial Goods Vehicles 24 609 15 100 56 800 280
Total 85 405 52 500 187 600 260 - ---
26 PORT l'lfl/ /II
't'irl/.'\ t}- II 1 "• ,...
FIGURE 4 - s RRIDORS EXTERNAL ROADy AREA CO
1985 SURVE BOUNDARY ) EXTERNA l CORR IDOR EXTERNAL CORRIDOR WEST \ SCALE- IN -MILES N -
Table 4-10 Predicted External Daily Corridor Vehicle Volumes- 1964 and 1985 Survey Areas
1964 Vehicle Volumes 1964 Vehicle 1985 Predicted Vehicle at 1964 Cordon Volumes at Volumes at 1985 Cordon Corridor 1985 Cordon
Cars Trucks Total Total Cars Trucks I Total South-West 11 195 3 862 15 057 8 100 26 500 9 300 35 800 West 3 604 I 316 4 920 4 500 11 700 4 800 16 500 North-West 4 344 1 769 6 113 3 400 7 500 3 300 10 800 North 5 664 4 085 9 749 7 800 20 500 12 600 33 100 North-East 3 307 1 573 4 880 1 500 2 000 1 000 3 000 East 14 505 4 777 19 282 10 800 16 900 6 600 23 500 South-East 9 454 4 822 14 276 11 000 30 100 14 800 44 900 South 9 907 3 049 12 956 6 400 20 400 6 400 26 800 Total 61 980 25 253 87 233 53 500 135 600 58 800 194 400
Local External Trips Local external trips are those trips that have only one end of their trip within the survey area as distinct from through trips which have both origin and des tination outside the survey area. The respective external trips in the above categories for both cars and commercial goods vehicles are set out in Table 4-1 1.
Table 4-11 External Vehicle Trips~1964 and 1985 Survey Areas
1964 Trips at 1964 Trips at 1985 Trips at Percentage Increase 1964 Cordon 1985 Cordon 1985 Cordon at 1985 Cordon Trip Type I Car Truck Total Car I Truck Total Car Truck Total Car Truck Total
Local 59 612 23 965 83 577 36 800 14 700 51 500 126 000 54 800 180 800 240 270 250 Through 1 184 644 1 828 600 400 1 000 4 800 2 000 6 800 700 400 580 Total 60 796 24 609 85 405 37 400 15 100 52 500 130 800 56 800 1 187 600 250 280 260 -
27 Trip Lengths Improved transport services, together with the expansion of urban development, is expected to increase average trip lengths (origins to destinations) for all modes (Table 4-12). Average length of car trips is predicted to rise from 4 · 8 to 7 · 1 miles and train trips from 9 · 2 to 10 · 9 miles.
Table 4-12 Average Trip Lengths- 1964 and 1985 Survey Areas Mode of Travel Length (Miles) 1964 1985 Car Driver 4·8 7· 1 Tram /Bus Passenger 3·0 3·5 Train Passenger 9·2 10·9
Trip Distribution The final process in preparing the 1985 travel forecast for use in developing the recommended plan was to produce a series of trip tables. All predicted movement between each of tbe zones in the design area was plotted by linking points of origin (trip productions) with points of destination (trip attractions). This gave a complete picture of the predicted travel patterns between each of the zones for the design year. The tables covered all movements involving both persons and goods by all modes (rail, tram/bus, car and commercial vehicle) for all purposes (work, shopping, social, going to school, goods pick-up and delivery, etc.). The predicted travel patterns for 1985 can be represented visually on a map in the form of desire lines which connect points of origin of trips with their appropriate destinations. The thickness of the lines indicates the volume of traffic predkted to travel between the points each day in 1985. The predicted distribution of suburban (non CBD ) person trips by each of the three modes is shown in Figures 4-6, 4-7 and 4-8 and the equivalent CBD trips also by each mode are shown in Figures 4-9, 4-10 and 4- 11. The predicted distribution of commercial vehkle trips throughout the design area on an average week-day in 1985 is shown in Figure 4-12.
28 su11eu11Y•
FIGURE 4-6 NON-C 8 0 PERSON 1R\PS W\11-l \RAIN AS MAIN MOOE OF 1RA'iEL
'985 SURVEY AREA
i.-11ni~S Of PERSON lR\PS l LESS lH.AN 200 lRlf'S NOl SHoWN)
St.ALE IN MILES N -- ~
FIGURE 4-? NON-CB 0 PERSON \R\PS wm1 1RAM OR sus AS MA\N MOOE OF IRA\IEL \985 suRVE'{ AREA
~~(jJSANOS OF PERSON 1RIP5 urss irlAN 2001Rf'S~~Nl •N
FIGU RE. 4-8 NON-CB 0 PERSON \RIPS WITH CAR AS MAIN MOOE OF \RAVEL
1985 suRVE'< AREA
1HQUSANOS Of PERSON TRl!'S
lLESS H-tAN 200 tRIF'S NOl SHOWl'll
N sc.-LE•• IN MILES ..
FIGURE 4 - 9 CBO OAIL'I PERSON \RIPS wm1 \RAIN AS MAIN MOOE OF \RAVEL '985 SURVEY AREA
~niOIJSANOS OF PERSON 1RIPS
NOlE LESS 1HAN 200 lRIP5 NOl s1-1o't'IN
SCALE N MILES N II II+
FIGURE. 4 - 'O CBO OAIL'I PERSON TRIPS wm-1 TRAM OR B\JS AS MAIN MOOE OF TRAVEL '985 SURVEY AREA
\() ~ ~ NO'E LE ,s H-IAN 200 lRl!'S NOl SHOWN
suHeu'R1•
FIGURE 4 - '' CBO OAILY PERSON 1RIPS W\11-1 CAR AS MAIN MOOE OF TRAVEL 1985 SURVEY AREA
~nlOUSANOS OF PERSON lRll'S
NOlE LESS 11-\AN 200 tRll'S NOl s1-10WN
F¥3URE. 4-'2 coMMERC\Al VEH\CLE iR\PS 1985 SURVEY AREA
4
rnouSANOS OF lRIP5 ---llESS lHAN 200 lRlf'S ~l s~Nl
SC ALE IN MILES II •
Of these, 6,467 parked in off street facilities Parking provided at 98 stations throughout the area. Parking Surveys It was estimated that a further 3,481 cars parked Parking facilities in the metropolitan area serve both in the streets surrounding these stations and 2,831 the user of public transport and the private motorist. cars near other stations where no off street facilities Parking is an essential element of the modal were available. interchange facilities which help to encourage It is predicted that in 1985 morning peak com use of public transport. These facilities are of muters using rail will require 24,825 car parking particular benefit to the rail services, but they spaces at railway stations throughout the design area also assist the passenger attraction of both the tram (Figure 4-13). and bus services, although to a lesser extent. The recommendations for modal interchanoee For the private motorist, in addition to their use rarking facilities are set out in Chapter Six. for modal interchange, parking facilities are a basic Modal Interchange 1985 Demand-Bus and Rail/ or requirement for convenient car travel. Without Tram parking spaces at appropriate points near destinations, car travel loses much of its attraction. One of the main functions of the buses is to provide The parking study involved two separate surveys rail travellers with quick and easy access to railway -one by the study group concerned with modal stations. The number of bus routes either passing interchange at railway stations and bus and tram or terminating at railway stations was known from terminals, and the other by the consultants the 1985 bus plan and the parking spaces or terminal concerned with parking in the CBD and its facilities that each bus route would require at points environs. of modal interchange was estimated. This showed that by 1985 provision would have to be made for Parking at Modal Interchange 83 new on-street bus spaces and 192 spaces would be required at terminal bus bays. Four principal categories of modal interchange facilities were considered: In 1964 164,000 persons travelled to or from railway stations by bus or tram and it is estimated Interchange between car and rail over the entire that in 1985 the bus and tram routes will be loading area. and unloading about 264,000 passengers at 252 interchange between bus and rail/or tram. railway stations throughout the design area, which Interchange between car and tram (at outer tram illustrates the importance of the feeder bus services. terminals). These new facilities would be located in the outer suburban areas, as the number of bus routes Interchange between car and tram (in inner CBD terminating in the inner suburban area was not large and inner fringe areas) . enough to warrant individ ual bus interchanges. In most cases bus interchanges in the inner areas Modal Interchange 1985 Demand-Car and Rail are linked with the car parking facilities. The Jn order to assess the 1985 demand for car parking investigation showed that there would not be a at railway stations, the design area was divided into sufficiently large number of bus services to the CBD two areas-an outer suburban area and an inner area to warrant a central bus terminal. {Figure 4-13). The outer area comprised suburbs where there was relatively little development in 1964, Parking Demand-Central Parking Survey Area but which are expected to expand rapidly as the city The consultants were asked by the Metropolitan grows ; the inner area covered the inner and middle Transportation Committee to prepare estimates of the suburbs, which were already relatively highly 1985 parking demand in the central Melbourne area developed. on the basis of the demand observed in the 1964 Parking Study (Volume II " Parking·'). The outer area was divided into large sectors each covering several square miles and the 1985 parking The Survey Area predictions for each sector were calculated by the The survey area for which the 1985 predictions were use of equations based on future land use and prepared (Figure 4-14) included 20 transportation projected car ownership. zones, 11 of which comprised district 001 , the CBD, In the inner area every railway station which bad the balance being on the fringes to the east and north a demand for 50 or more car spaces was studied of this district. and future demand at these stations was predicted Trip Purposes and Parking Demand by applying a growth factor to the 1964 parking Parking demand will vary according to the purpose figures. for which trips are made to the central parking In 1964 a total of 12,779 cars parked each day survey area. Each purpose sets up a demand for a at railway stations in the 1964 survey area. different type of parking. Some demand is for long
29 term, some for short term, some for off-street parking and some for kerbside parking. The data on trip purposes was collected under three broad categories:
Trips for work.
Trips for business and shopping.
Ocher purposes. To provide a basis for estimating 1985 parking space demand, the 1964 space demand for each of the three purposes-and for all purposes combined -was tabulated for each of the 20 zones. In addition, the number of car and truck trips terminating in each zone for these three purposes was obtained from the surveys of travel demand mentioned earlier in this chapter. The 1985 parking demand estimates were then prepared for each zone using the demand curve shown in Figure 4-15 in conjunction with the projected number of vehicles entering the central parking survey area in 1985. Table 4-13 indicates the demand estimates that resulted and compares them with the demand for 1964 and 1968.
Table 4-13 Parking Space Demand- 1964 and 1985 Survey Areas Area Space Demand 1964 1968 1985 Central Parking Survey Area 30 548 38 000 55 600 CBD 23 089 27 000 40 550 The total demand projected in the central parking area for 1985 was for 55,600 parking spaces, compared with the figure of 38,000 recorded for 1968. The predicted demand was for 17,600 additional spaces in the central parking survey area, of which 13,500 were attributable to the demand expected to arise in the CBD. These figures represented parking space demands expected to be generated by activities located in the respective areas, regardless of where the actual spaces used to satisfy the demand were to be located. The recommended increases in parking facilities in the central parking survey area for 1985 are set out in Chapter Eight of this volume.
30 SUNBURY
690
FIGURE 4 - 13 1550 PREDICTED PARKING DEMAND RAILWAY MODAL INTERCHANGE
1985 SURVEY AREA PRl~IPAL 196"' P-\RKING H~ i'IGS 1985 FWlKING llEMAl'V NAMES OF NEW STATIONS ARE FOR STUDY FOR AREA OUTUNEO IDENTIFICATION ONLY ANO HAVE NOT YET N SCALE lN MILES BEEN REFERRED TO THE PLACE NAMES COMMITTEE AS REOUIREO BY ACT 73~0 OF 1965 • ••
OUEEtlSBERRY ST
VICTORIA ST VICTORI A PO E
......
s c ALE N IN TENT~S OF MILES
ceo - cEN1"AL ...... suRVEY .... eouNOAR"< f \GURE 4 - 14 007 TRANSPORTATION suR\/EY ZONE CENlRAL PAR~\NG NUtiABERS su~E'I flREA
a w a:: 5 4000 0 w a::
(/) w (.) a..~ (/) 3000
(!) z ~ a:: a..4:
2000
4000 8000 12000 16000 DAILY VEHICLE TRIPS TO THE CENTRAL PARKING SURVEY AREA
FIGURE 4 - 15 FACTORS INFLUENCING PARKING DEMAND CENTRAL PARKING SURVEY AREA
place where public transport passengers would Chapter Five change from one vehicle to another or a point where road vehicles would leave or join the arterial Plan Development road system. To distinguish them from other nodes, nodes representing traffic zones were called " zone centroids ". Each link represented either a section of a public transport route, a section of road lying between adjacent nodes or a connection from a zone centroid to adjacent links. When the length and operating speeds of each link had been determined the network was " built " by a computer programme which then calculated the link travel times and so determined the shortest In simple terms, the process of plan development travel-time path through the network, via the consisted in the drawing up of a series of trial plans relevant succession of links, from each zone to each and testing their capacity to handle the volume of other zone. traffic that would be generated in the design year For cities of Melbourne's size a computer of according to the travel predictions. very large storage capacity is required. The one Each of these trial plans was made up of a number used had a capacity of 32,768 words. of networks-one for each mode of transport. The population and land use data were prepared An appropriate trial plan was chosen as a starting manually for the computer programmes which point and tested to determine the sections of each predicted the number and location of all trips that network where over- or under-loading would occur. were expected to take place in a normal working Further plans were then developed to test alter day in the design year between each zone. natives and to eliminate the over- and under The joining of the trips was achieved with the aid loading. of calibrated gravity model formulae derived from an analysis of the survey data. Having obtained the trip predictions, computer Testing the Networks programmes were used to assign the trips to the various networks in the testing process. This was Testing the networks entailed six main operations: done by feeding into the computer all the predicted Designing of the networks. trips, together with a mathematical description of Building them for computer calculation. the networks and the appropriate computer programmes needed to calculate the minimum time Preparing the predicted trip data for the computer. paths and assign the zone to zone trips to these Assigning the trips to the networks. paths. Evaluating the traffic performances of the The design area contains 785 zones so each time networks. a trial plan was tested 615,440 (785 x 784) time Estimating the capital and operating costs of paths were involved. each network and its ancillary services. The output from these computer operations was The designing of the networks was a a series of tables showing the predicted passenger straightforward application of engineering and and vehicle volumes for each link of each network. traffic engineering principles to obtain solutions The volumes on each link were then plotted on which would cater adequately for the population the network maps and compared with the capacity distribution and land use pattern which had been of links. forecast for the design yeai-, and which would The traffic performance of each network was entail the minimum disturbance to private property evaluated by : and keep land acquisition costs as low as possible. Comparing link volumes with link capacities. The building of the networks for the subsequent Assessing the operating conditions of each network computer calculations entailed coding the in terms of speed and degree of traffic congestion. networks as a series of numbered nodes and links. Each node represented a specific Computing the total amount of time taken by all the point or location-the area occupied by a trips assigned to the network. traffic zone in the design area, a road junction, a For public transport networks the link volumes
31 represented the numbers of passengers on each section of route in a specific period of time, and the link capacities the numbers of train, tram or bus seats provided over the same period of time. For the road networks link volumes represented the number of vehicles travelling on the link in a specific period of time, and link capacities the maximum number of vehicles that could travel on the link in the same period of time within a given level of service (that is, within a specified speed range and operating condition). Traffic performance evaluation identified all fully loaded, under-loaded and over-loaded links in the network. The network design was then modified to correct under-loading or over-loading such as by altering the proposed width or location of a roadway or by amending public transport scheduling. Feasibility plans were drawn and the estimated capital and operating costs of the networks calculated. The estimates for the networks tested in the Melbourne study were prepared for the committee by the constructing and operating authorities-for public transport networks by the Victorian Railways and the Melbourne and Metropolitan Tramways Board and for road networks by the Melbourne and Metropolitan Board of Works and the Country Roads Board. The plan development process for the Melbourne Transportation Plan started with two preliminary plans-one providing for a maximum development of roads and freeways, together with a relatively smaller expansion of the existing public transport services, and the other for considerably less development of roads and freeways but greater expansion of public transport. Seven possible plans were developed and tested before the final plan, now recommended, was evolved. Each of these plans took between 30 and 45 weeks' work for a full-time staff of 13, including six professional engineers and two economists. This time was taken up in planning network layouts, preparing computer input data, displaying and interpreting the computer output and evaluating performance characteristics of the networks. Actual computer operation took about ten hours per plan. The findings of the testing process were reported to the technical committee which in return reported their recommendations to the full committee, which made the final decisions.
32 have been major factors in determining the Chapter Six shape of the recommended plan. The Recommended Plan Rail Public Transport The rail system in 1964 comprised 289 route miles of which 223 miles were electrified within the 1964 cordon. Altogether there are eighteen separate routes all leading into one or other of the two CBD terminals-Princes Bridge/ Flinders Street and Spencer Street. The rail system covers a wide area and serves many suburbs on its routes into and out of the CBD, but there are no connectino Melbourne's existing comprehensive network of 0 public transport constitutes a valuable community rail links between these radial routes. asset which many other cities Jack. The Jn common with other public transport modes, suburban surface railway, mainly electrified, the most important role played by the rail network comprises a multi-track system running within its i<: in handling peak commuter traffic, particularly own reservations, radial in character and extending workers travelling to and from the CBD. In 1964, to and beyond the design area in some directions two-thirds of the total passengers carried by rail 26-k miles from the centre of the city. On many travelled during the morning and evening peaks, lines the system has considerable reserve capacity and only one-third during the rest of the day to handle more people. On other lines, it can be and night. greatly expanded without enlarging rights-of-way By 1985, the rail system is expected to be except in the terminal complex. handling 663,000 person trips daily compared The electric tramway system, also radial in with 381,700 in 1964, the increase being accounted character, operates (except for minor mileages) for partly by the expected increase in the number along arterial streets, but on much shorter routes of jobs that will be offering in and around the than the rail-generally not more than 7 to 8 miles CBD and partly by the predicted increase in from the CBD. inter-suburban worker travel. Because Melbourne Supplementing the rail and tram services is an already had this comprehensive rail network, one extensive bus network. With the exception of a of the prime objectives of the planning was to small number of routes which penetrate the CBD, introduce improvements to the rail system to Melbourne's bus services operate on inter-suburban enable it effectively to carry out its 1985 traffic routes, providing service to local schools and task, and to develop the necessary potential for suburban shopping centres and, most important of further expansion beyond that date. all, feeding into the rail and, to a lesser degree, the The expanded rail network and modal inter tramway system. changes recommended for 1985 are shown in The 1985 traffic demands would necessitate the Figure 6-1. improvement of all these services. Proper Details of the recommendations for improving up-grading would be reflected in faster and more the level of rail services to cater for the predicted comfortable journeys, increased frequency of increases in demand up to 1985 are as follows : services, more convenient scheduling to permit The improvement of service frequencies ready interchange between routes, better parking generally and peak services in particular, with and bus terminal facilities at points of modal the addition of 73 extra trains at peak periods, and interchange, improved bus feeder services linking the laying of 33 miles of new express tracks in the rail and tram networks with residential areas existing rights-of-way. and the maintenance of a high standard of safety. The construction of an underground loop The committee attaches great importance to the terminal at the centre of the rail system. public transport proposals because, unless positive The construction of three new lines- action is taken to improve these services, in terms the East Doncaster line; of travel time and comfort, the requirements for additional road space would, without doubt, have the Huntingdale to Ferntree Gully line; to be substantially greater than now proposed. the Frankston to Dandenong line. For this reason, the encouragement of public The extension of one existing line passenger transport, and its improved performance, Altona to Westona.
33 The extension of electrified services along but none of these changes would provide a solution existing lines to bring in an extra 62 track m iles. to the passenger congestion and, for this reason, The duplication of 19 miles of single line track. this approach was rejected by the committee. The replacement of all out-of-date rolling stock The passenger congestion problem is related to with modern vehicles. the movement of people within Flinders Street station itself- on the platforms, in the ramps, The extension of automatic signalling. subways and concourses, and through the barriers. 1 he construction of new stations on existing, A work study analysis by the Railways showed new and extended lines. that with 181 trains operating through Flinders Substantial extension of car and bus parking Street congestion would reach intolerable levels fa cilities at suburban railway stations. and well before 1985 would be imposing an upper limit on the capacity of the suburban network The construction of grade separation facilities as a whole. at 80 existing points of intersection between rail and road. It was clear that to solve both forms of congestion it would be necessary to derive some satisfactory form of dispersal of both trains and passengers so that effective and permanent relief The Underground Loop could be given to Flinders Street and Princes Bridge. F or the rail network to handle the projected increased volumes and, at the same time, offer In principle this would mean the introduction significant improvements in services throughout the of a multi-station terminal system. Such an network, improved central terminal facilities will approach, however, could only achieve its full be essential. Because it is a radial system, the purpose if the new stations were strategically capacity of its central terminal tracks and stations located so that passengers were discharged governs the capacity of the whole system to carry significantly nearer to their final destination. The the large peak hour volumes of passengers. proposal which, in the committee's view, would The Flinders Street/Princes Bridge complex best meet these requirements is the underground with its associated stabling sidings is the key to loop (Figure 6- 3). Alternative proposals have the operation of the suburban system. Congestion been examined and their capabilities of handling of both trains and passengers in this area is a peak train services assessed, but none of the serious problem and long before 1985 it is alternatives offered the same combination of essential that it should be overcome. advantages as the recommended plan, including Of the two forms of congestion, that of the the capacity for expansion beyond the design year. trains is the more immediate problem, but the The proposed loop would consist of four single passenger congestion is by fa r the more fundamental. tracks designed to operate in both directions. Any approach which solved the train congestion Trains from lines feeding the Flinders Street/ but did not also deal effectively with the passenger Princes Bridge complex other than those on the congestion, at best, could be no more than a St. Kilda and Port Melbourne lines would have temporary solution. For this reason the direct access to the loop tracks and hence to the committee decided that the r ecommended five stations (including Flinders Street and Spencer proposal would have to be one that offered Street) to be served by each track. Services solutions to both aspects. would be arranged so that some of the trains In 1964, 108 trains were required to handle on each line would run to or from one of the the peak hour traffic through Flinders Street in loop lines and the remainder directly to or from each of the morning and evening peaks. In 1985, the Flinders Street/Princes Bridge complex. With to handle more passengers at the higher standard the greatly increased frequency of service that of service provided for in the recommended plan, would be operating in 1985, no peak hour 18 1 trains would be required in the peak hour. passenger would have more than a few minutes The 1985 volumes expected to be using the to wait for a train to his chosen destination. various rail routes is shown in Figure 6-2, which The express trains would be given preference also indicates the imbalance of passengers entering in their access to the loop, but the track layout the CBD from east and west. would be designed to permit stopping trains to The operation of this increased number of trains use the loop and the expresses to go direct to could be accomplished by providing stabling Flinders Street, when this was required. sidings west of the city with addjtional access Cross-platform interchange facilities would be tracks and a re-arrangement of connecting services, provided at Victoria Park, Richmond and North
34 > - a: a:- ~> Cl)Z-w zo ~z <{
FIGURE 6-2 -1985 CORD ON
100 80 PREDICTED TJ:SAI N 0 0 U S.S T""H I
PASSENGER VOLUMES THOUSANDS Of PASSEH FIGURE 6 -3 - EXISTING RAIL ROUTES - PROPOSED RAL ROUnS THE UNDERGROUND RAIL LOOP 0 PROPOSED STATIONS AND DONCASTER LINE CONNECTIONS +N SCALE••• W Mll.ES(~THS) lllAMU OP- CW tTAf"*S Mt« fqt ITVOY :='PIW.:'~~,=:t:>::VJ.cHOf.Y&T' •at ·" •IOUllKO rr ACT T.MO Of'.~CoOllMrflll Melbourne to enable passengers to transfer from and the freeway impose physical severances on a Flinders Street/ Princes Bridge bound train to a the existing development of the area, there are loop bound train, and vice versa. advantages in combining the two for as great The key role which the loop, in conjunction a length as possible. with the proposed new express services, would In the first stage, the railway will be connected have in increasing the effective speed of the rail to the Clifton Hill line, but it is ultimately proposed service, is indicated by the following examples of to have a direct link with the underground loop, savings in travel times. via Fitzroy which will also provide a direct route A person boarding a peak hour express at to the city for trains from the Epping and Mordialloc, and wanting to go to the corner of Hurstbridge lines. The line from Victoria Park Swanston and La T robe Streets, would take 3 5 junction to East Doncaster will have two tracks minutes saving 10 minutes compared with 1964 and will be 9t miles long. It will have five travel times ; from Ringwood to the corner of stations and modal interchange facilities at William and La Trobe Streets, 25 minutes saving appropriate points for cars and feeder bus services. 20 minutes ; from Box Hill to the corner of By 1985 this line will be handling a two-hour peak Lonsdale and Elizabeth Streets 20 minutes, saving volume of about 8,000 passengers with a planned 10 minutes and from Broadmeadows to the corner peak service of up to eight trains hourly. of Spring and Collins Streets 20 minutes, saving Huntingdale to Femtree Gully Line 20 minutes. The new double track line recommended to connect This pattern of improved service would be Huntingdale and Ferntree Gully, a 12 mile length, extended over the whole system once the would follow a median along North and Wellington underground loop was operating. Roads with grade separation at the major street The study data indicated that by 1985 nearly crossings and modal interchange facilities at 63 per cent of the peak hour CBD bound appropriate points. passengers would be using one of the three By 1985 it is expected that this line will have a underground stations, which would virtually daily two-hour peak loading of 5,500 passengers, eliminate passenger congestion at Flinders Street/ with a planned peak service of six trains hourly. Princes Bridge. The line would influence the development Apart from the role it would play in making of the area between Monash and Ferntree Gully, it possible to revitalise the rail network, the loop and would also link the adjacent residential areas would also allow a more balanced development with the growing industrial areas in both Dandenong of the CBD and its environs, particularly on and Huntingdale. The trip from Ferntree Gully to the northern side of the city. Museum on the underground loop would take about In overseas countries, the contruction of 36 minutes. underground rail facilities beneath highly built-up areas has acted as a spur to private investment. Frankston to Dandenoog Line The proposed underground loop, it is considered, The recommended plan provides for a new line could have the same potential to stimulate new running from Frankston to Dandenong via Lynd city development in Melbourne. hurst. The line would branch from the existing Frankston-Melbourne line near the Wells Road level crossing from which point it would follow the alignment of a proposed new freeway for 2t miles Three New Lines and continue on to Lyndhurst and Dandenong. and One Extension When fully developed it would have six stations. In response to the growth that has been occurring It would have two tracks and a total length from in, and is predicted in the future for, the suburban Frankston to Dandenong of 14 miles, including areas, it is recommended that three new lines be 8 miles of new track. It would reduce the pressure added to the rail network and one existing line on the Frankston-Dandenong road, encourage be extended. development of the areas through which it would pass and serve the growing needs of the Westernport East Doncaster Line industrial complex. It is expected that this line The recommended route, already approved by the Government, is along the median of the would be carrying a two-hour peak period volume proposed Eastern Freeway from Clifton Hill to of about 2,700 passengers with a planned peak Bulleen and thence on its own right-of-way to service of six trains hourly. Modal interchange East Doncaster. Because both the new railway facilities would be provided at appropriate points. 35 8469/69.-4 This new Jine, together with the proposed electri Broadmeadows to Broadmeadows North, fication of the Hastings and Mornington lines, would Craigieburn. Somerton South, give Mornington residents a new direct link with Somerton, Craigieburn. Dandenong. Dandenong to Lyndhurst. Dandenong South, Altona Extension Lyndhurst. It is recommended that the Altona line be extended Lilydale to Coldstream. Coldstream. a distance of 1 mile to a new station at Westona. Frankston to Hastings. Leawarra, Langwarrin, This would give a direct rail link into a rapidly Baxter, Somerville, developing industrial area of the metropolis, and Tyabb, Hastings. would further assist in promoting continued Baxter to Mornington. Baxter Park, Bungower, residential and retail development. Nepean, Mornington. Land Acquisition for Rail St. Albans to Sunbury. Sydenham, Diggers Rest, Although the rail network would be expanded by Sunbury. a total of 112 single track miles, only 31 track By 1985, these extensions (Figure 6-4 ) would be miles would be located on new alignments and of catering for an estimated 30,000 passengers a day. this total 16 track miles would be in the freeway medians. The total amount of land that would have to be acquired for railway improvements would be 216 acres. Improved Service Frequencies The significant increases in service frequencies Extension of recommended in the rail proposals (Tables 6-1 and 6-2) cover both express services (trains running Suburban Network non-stop for the whole or a substantial part of their along Existing Lines trips) and stopping trains. T heir purpose would be to cater for the increased The rail proposals provide for the electrified system traffic volumes predicted, to increase the to be extended to take in stations within the existing convenience of rail travel and to reduce rail travel suburban network but outside the present electrified times. area and for the extension of electrification to the Baxter- Hastings and Baxter-Mornington sections A comparison of the morning peak services which are outside the present suburban fare zone. recommended for 1985 with those provided in This zone in general extends up to 32 miles from the 1964 indicates the extent of the improvements G.P.O. Altogether, a further 62 miles of track proposed. Typical examples would be: would be brought into the electrified area by this The four peak hour expresses on the Frankston proposal, representing an increase over the existing line in 1964 would be increased to 18 expresses by electified track mileage of 28 per cent. 1985. In addition to the stations that would be brought The single peak hour express from Broadmeadows into the electrified system by the proposed in 1964 would rise to six expresses by 1985. electrification extensions, nine new stations would The Box Hill service of one express every eight be built on existing electrified lines. minutes would change to one every five minutes. The stations that would be added to the electrified The one express every eight minutes from system by these proposals would be as follows : Mordialloc would increase to one every two minutes. Service frequencies recommended for stopping Route Stations trains would show improvements of a similar Newport to Werribee. Paisley, Galvin, Laverton, order compared to the 1964 services. Aircraft, Skeleton Creek, Achievement of the recommended frequencies Tarneit, Werribee. would be dependent upon the completion of the Sunshine to Deer Park Sunshine West, Ardeer, underground and the vital role it would play West. Deer Park, Deer Park in relieving both train and passenger congestion West. at Flinders Street. 36 Table 6-1 Comparison of Rail Services 1964 and Proposed Services 1985 Inbound Trains per Hour in am Peak Hour station Percentage Increase 1964 1985 A ltona 2 4 100 N ewport 7 12 71 st . Albans 4 6 50 sunshine 4 9 125 F ootscray 11 21 91 Broadmeadows 6 10 66 Essendon 9 10 11 Upfield - 4 - Fawkner 3 4 33 Epping (Lalor in 1964) 4 6 50 Reservoir 5 6 20 Hurstbridge 2 3 50 El th am 4 8 100 Macleod 6 11 80 Heidelberg 9 11 22 Clifton Hill 14 21 50 Lilydale 2 6 200 Croydon 3 6 100 Upper Ferntree Gully 4 9 125 Ringwood 12 27 125 Box Hill 13 16 23 Camberwell 18 20 11 Glen Waverley 3 8 166 East Malvern 5 8 60 General Motors 2 6 200 Dandenong 6 18 200 Huntingdale 6 24 300 Oakleigh 11 24 118 ··- Frankston (via Mordialloc) 4 18 350 Carrum 6 18 200 Aspen dale 7 18 157 Mordialloc 8 28 250 Mentone 9 10 11 Caulfield 23 34 47 Sandringham 9 10 11 37 Table 6-2 Comparison of Express Services 1964 and Proposed Services 1985 I Inbound Express Trains per Hour I ' in am Peak Hour Station Percentage Increase 1964 1985 Altona - 4 - Newport - 8 - St. Albans - 3 - Sunshine - 6 - Broadmeadows 1 6 500 Essendon 1 6 500 Hurstbridge 1 3 200 Eltham 2 8 300 Macleod 2 8 ' 300 Heidelberg 2 8 300 Lilydale 1 6 500 Croydon 2 6 200 Belgrave 2 3 50 Upper Ferntree Gully 2 9 350 Ringwood I 6 27 350 Box Hill 7 12 71 Camberwell 6 12 JOO Glen Waverley - 4 - East Malvern - 4 - I I General Motors 2 6 200 Dandenong 3 IO 350 Huntingdale 3 16 433 Oakleigh 3 16 433 I ! Frankston (via Mordialloc) I 4 18 350 Mordialloc 7 28 300 Cheltenham 10 IO - Caulfield. 13 16 23 38 New Tracks A utomatic Signalling Increased train frequencies would require the for Expresses extension of automatic signalling to sections of line at present operated by manual block signalling. To accommodate the new express services an Where new lines or additional tracks on existing additional 33 miles of single track would be lines are recommended, automatic signalling would required mostly in the existing railway rights-of-way. be installed concurrently ; on other sections, this The express tracks would be in the following work would be carried out independently. locations : Automatic signalling would play an important Single part in the achievement of dose headways between Line Location of New Track Track trains on the underground loop. M iles Two Additional Tracks: Burnley Jolimont Yard 1 ·0 Parking for Richmond Private Cars Footscray South Kensington 2·0 Footscray at Railway Stations One Additional The recommended plan makes provision for a frack: total of 24,825 car spaces by 1985, of which 18,340 Newport Footscray-Newport 3·0 are at points of major modal interchange, and Essen don Kensington-Essendon 3·0 recommends that as far as practicable these Ringwood Burnley- Hawthorn l ·O ~hould be at off-street locations (Table 6-3). Ringwood East Camberwell- 9·0 In 1964, the number of car spaces being regularly Ringwood used by railway travellers at or near railway Dandenong Caulfield-Huntingdale 4·0 stations was 12,779 of which 6,467 were off-street. Frankston Caulfield-Mordialloc 10·0 Of the off-street spaces 2,000 were located at the major interchange points. Total 33·0 To fulfil the recommendations 16,340 new spaces would have to be provided in off-street locations at the major interchanges. It is part of the recommended plan that parking facilities New Rolling Stock at railway stations should be kept under regular review and expanded as demand for parking grows. The recommended service frequencies, particularly It is envisaged that new car parks at stations the express services, would require increased may be developed in conjunction with private operating speeds. For trains stopping at all enterprise. In these projects, private enterprise stations the recommended schedule speed is 30 would be encouraged to build over railway land m.p.h. compared to the 22 m.p.h. attained in and make provision for car parking for the use 1964 and for express services 40-45 m.p.h. of railway commuters. compared to the 30-35 m.p.h. attained in 1964. Experience shows that construction of commuter To cope with the predicted increase in trip car parks leads to additional demand, an example volumes and to enable these improved being at Brighton Beach railway station where the recommended schedules and operating speeds to be original provision for 40 cars in 1964 was achieved, the plan recommends that all existing extended to 120 cars in J969 and is being extend~d rolling stock which is out of date (97 trains) be to cater for 240 cars. This further emphasises replaced by trains of the most modern design the need to keep parking facilities under continuing and that an additional 73 trains be added to the study. existing rail fleet. Without this substantial up-grading of the fleet the travel times and service frequencies envisaged in the plan could not be achieved. Improved passenger seat ratios recommended for 1985 would reduce both the proportion of peak hour passengers standing and the time for which any passenger had to stand. 39 Table 6-3 Major Points of Modal Interchange Car and Rail Line I Suggested Stations 1964 Supply 1985 Parking Demand Surrey Hills-Lilydale Box Hill 32 Mitcham 166 Ringwood 105 Croydon 108 t411) 3 420 Ba yswater-Belgra ve Upper Ferntree Gully 50 Belgrave 120 (170) 920 Holmesglen-Glen Waverley Jordonville 25 Glen Waverley 60 (85) 1 780 Carnegie-Dandenong Noble Park 170 Dandenong 128 (298) 2 080 McKinnon-Langwarrin Bentleigh 80 Cheltenham 140 Mentone 124 Mordialloc 60 Seaford 100 Frankston 225 (729) 2 9~ " Darebin- H urstbridge Heidelberg 55 Greensborough 45 (100) 1 640 Footscray-Sunbury Sunshine 187 St. Albans 30 (217) 1 070 Victoria Park Junction- East Doncaster Nil Doncaster East Doncaster Nil 1 850 Monash- Knox Springvale North Nil 460 Lyndhurst-Carrum Downs Lyndhurst Nil 620 Baxter- Hastings Baxter Nil 780 Baxter Park-Mornington Mornington Nil 770 NOTE: These stations are suggested locations for major car parks. At the design stage alternative adjacent stations may be preferred for economic or constructional reasons. 40 Terminals for The Street Segment Feeder Bus Services of Public Transport at Railway Stations Metropolitan Melbourne bas an extensive street public transport system, the major operator being In 1964 an estimated 164,000 rail passengers a th e Melbourne and Metropolitan Tramways Board day were using bus services to reach suburban with 201 miles of tram services and 222 miles of railway stations and it is predicted that by 1985 bus route. this number will rise to about 264,000 a day. Examination of the existing tramway routes The recommended plan places major emphasis in relation to the survey area indicates clearly on bus/rail co-ordination and the complementary the radial nature of these routes. They operate role of the feeder buses in making rail travel more mainly into and through the city area and provide attractive to the public. travel between the city and the highly populated A list of stations at which it is recommended suburbs within a 6 to 8 mile radius of the CBD. new major bus terminals should be provided is The Tramways Board's 31 bus routes, are also set out in Table 6-4. mainly radial in character. Complementary to the tram and bus services operated by the Melbourne and Metropolitan Tramways Board is an extensive private enterprise bus system, licensed by the Transport Regulation Board. These private bus routes, some 170 in all, provide cross-suburban services, transport to local schools, services to suburban shopping centres and Table 6-4 also play a most important role in feeding to Major Points :Jf Modal and from the rail and tramways networks and residential areas in the developing outer suburbs. Interchange Bus and Rail Although part of the street system is operated 1985 by a public authority and part by a number of Bus Bays Stations private owners, it forms the one system, reasonably 21 Frankston co-ordinated and non-duplicating. The Tramways 16 Dandenoog Board serves the already developed inner areas, 15 Monash while the private services fill the gaps between the Sunshine 12 11 radial rail, tram and tramway bus routes and also Ringwood cater for the new demand in the outer developing Mentone 10 areas beyond these routes. In addition, there are Cheltenham 10 two feeder routes operated by the Victorian Box Hill 10 Railways-from Sandringharn to Beaumaris with Heidelberg 10 an extension to Southland shopping centre and a Bentleigh 9 Broadmeadows 9 limited service from East Camberwell to East Kew. Glen Waverley 8 Upper Ferntree Gully 8 Noble Park 8 Els ternw ick 7 Essen don 7 Doncaster 7 East Doncaster 7 Travel on St. Albans 7 Street Public Transport In 1964 the tram/bus networks were catering for 888,200 person trips a day and the prediction for 1985 is 1,093,000 trips, an increase of 23 per cent. Grade Separation Average passenger trip lengths are expected to There are a number of level crossings which it is rise from 3 · 0 miles to 3 · 5 miles and person recommended should be considered for grade miles travelled from 2 · 4 million to 3 · 5 million separation. These are referred to in Chapter miles a day, an increase of 46 per cent over 1964. Seven. 41 Future of Trams Recommendation on Trams The question of whether Melbourne's tramway In the opinion of the committee, it would be quite system should be retained as part of the 1985 unrealistic to scrap the tramways network and it is transportation plan was fully considered by the recommended that trams shouJd continue to operate committee. as a part of the system of street public transport. As a fixed rail system, sharing the space of In the period up to 1985, the committee believes congested streets with moving and parked motor that modification of the present network may well vehicles, it is becoming increasingly difficult to be required. Until 1985, and even beyond that maintain headways and timetables and, as a year, the committee can see the trams still playing consequence, to maintain sufficient capacity and an important role in street public transport, even reasonable speeds, particularly at peaks when the though the present system of routes may, in the main demand for tram services occurs. meantime, undergo modification and some routes now served by trams be converted to bus operation. The committee concluded that the system In the longer term it is considered that the continued cannot be lightly scrapped. Loadings at present operation of trams must ultimately depend upon require a fleet of some 690 tram cars. These the feasibility of providing separate rights-of-way in vehicles are housed and serviced in nine fully heavily built-up areas. equipped depots located strategically around the The general policy adopted by the Committee is area served by the tram fleet and workshops as follows : covering a total area of 22 acres are used for Fixed rail transport in the central city area maintenance and overhaul. The electric power to eventually should, as far as possible, be placed run the system is supplied through some 27 rectifier underground. Whether in this area trams should sub-stations and a comprehensive electrical distri be placed underground or be replaced by under bution system (both overhead and underground) is ground trains, additional to those already proposed installed. The majority of tram tracks are in in the plan, is a matter for continuing study which excellent condition as are other parts of the system. the committee intends to pursue. However, the trams themselves, although well Wherever possible surface trams should operate maintained, are generally obsolete in design, and in reserve rights-of-way. Provision for such becoming increasingly expensive to maintain in rights-of-way will be made in appropriate cases good operational condition. in the widening of arterial roads proposed in the plan. The tram car as a public transport vehicle is ideal Where reserve rights-of-way for trams cannot for moving big loads for distances up to 7 or 8 miles. be provided, continuing study should determine, on It is impeded in its task through having to share the basis of detailed investigations, which tram the existing road width with other vehicles services should be replaced by buses. and through having its speeds and timetables impaired by traffic delays throughout its journeys. It is, of course, often argued that a :fixed rail system in the middle of streets already inadequate to The Swanston Street handle motor traffic, contributes materially to street Problem congestion. In cities in Europe and elsewhere, The predicted tram loading in Swanston Street, even where trams are being retained, the congestion with the use of a greater number of faster vehicles problem is being solved by putting them under as recommended in the plan, will pose a serious ground in the inner city areas and elsewhere by problem. It is predicted that, in 1985, the peak giving the trams their own reserved tracks and thus hour volume of tram passengers along that street separating them from motor traffic. will be 10,500 persons-compared to the 1964 peak While the modern bus as an alternative vehicle hour figure of 4,750. to the tram is a more flexible unit in traffic and While trams, if free running, could be expected enables fare collection and passenger handling from to handle this volume of traffic very efficiently, the limitations inherent in any city street transport the footpath, factors such as road width, traffic system make the task impossible. These limitations volume, kerbside parking and traffic are imposed by cross-street traffic (and the need, delays would still militate against any substantial therefore, to regulate the flow by means of traffic improvement in bus headways and speeds by signals). comparison with trams which, unit for unit, have a In the course of preparing the recommended plan, 50 per cent greater passenger carrying capacity. many proposals to alleviate this problem were 42 examined. The proposals were: railway line. Both proposals would be costly, and That the trams in Swanston Street be placed before a firm recommendation could be made, a underground with reserved way in St. Kilda Road much more detailed investigation will be necessary. and with grade separation at the major intersections. That the St. Kilda railway line be extended (along a route to be selected) to pass north of Caulfield railway station and terminate at East Malvern. Recommended Street The object of this railway extension would be to Public Transport Routes divert passengers from trams (now traversing this The recommended plan provides for a total of area) to the railway and thus reduce the volume of 7 46 route miles to be added to the existing street tram traffic entering the CBD via St. Kilda Road public transport network of 1,328 miles by 1985 and Swanston Street. (Figure 6-5). Of this increase, 723 miles would be That a reduction in tram loading be effected by added to the bus network. The latter routes are encouraging interchange of passengers between located beyond existing tram routes in areas where tram and train along the routes leading to St. Kilda predicted demand justifies new street services. Road. That one-way motor vehicle traffic be introduced in Swanston Street and in the opposite direction in Russell Street-with a new bridge at Russell Street giving connection to Alexandra Avenue. Trams to continue in Swanston Street in both directions (as now) with buses assisting to carry the traffic load. That two-way traffic operate in Swanston and Russell Streets (as now) with a new bridge at Russell Street, with trams to operate in both directions and buses assisting to carry the traffic load but operating in Russell Street only. That buses replace trams completely in Swanston Street and St. Kilda Road to handle all passenger loading. Of the six proposals, it is considered that the first two are the most feasible--the undergrounding of trams in Swanston Street, or, alternatively, the diversion of a proportion of passenger traffic from trams to railway via the extended St. Kilda Table 6-5 Comparison of Bus Routes 1964-1985 Item 1964 1985 Increase Number of bus routes 205 238 33 (16 %) Total length of bus routes 127 miles 1 850 miles 723 miles (64%) Average route length 5· 5 miles 7 · 8 miles 2· 3 miles (42%) Areas served by street public transport (approx.) 450 sq miles 850 sq miles 400 sq miles (89 %) services but no consideration was given to the Tram Routes to the CBD means whereby this rationalisation (covering such The traditional role of trams in carrying worker things as ow nership anti organisational structure) traffic in peak hours to the CBD from areas within could best be achieved. 8 miles of the G.P.0 . and not served by rail It was considered that the existing machinery would continue. under the Transport Regulation Act would be In 1985 trams are expected to be carrying a the appropriate means of dealing with this aspect. total of 120,000 passengers to and from the CBD Under the Act the Transport Regulation Board in the morning and evening peak hours, compared is the licensing authority for private enterprise bus to 90,000 in 1964. services, and also the recommending body for authorized bus routes operated by the two public authorities. The Act also provides for the Board to adjudicate on any conflict of interests between private and public operators. Bus Routes In some sectors Figure 6-5 shows a reduction The number of bus routes in 1964 was 205 and in the bus route mileage between 1964 and 1985. it is recommended that this be increased to 238, a This does not imply a proposed lowering of rise of 33, or 16 per cent (Table 6-5). Bus routes service. The reduction in mileages wculd be the had a total length of 1,127 miles in 1964 and in the result of discontinuing some existing routes recommended plan 1,850 miles, an increase of 723 carrying low loadings and replacing them with miles or 64 per cent. new routes serving the same general areas, but The buses served an area of about 450 square operating higher service frequencies and carrying miles in 1964 and the services proposed for 1985 larger volumes of passengers. would serve an area of about 850 square miles, Considered as a unit, the street public transport an increase of 89 per cent. routes are designed to bring both tram and bus Generally, the new bus routes would provide a services closer to all people in the design area. The greatly improved service in the suburban areas. In total network forms a grid pattern over the whole its feeder role the bus network would become an area-a grid which is spaced at distances varying extension of the fixed rail service with the bus from half to 1 mi le. More than 80 per cent of schedules closely co-ordinating with rail timetables. all people in the design area would reside within The recommended plan provides for a total of 227 ten-minutes walk of a tram or bus service under inter-suburban bus services which would provide a the proposal. total cross-town route mileage by 1985 of about 1,800 miles an increase of 830 miles. This increase would principall y cater for the large volumes of feeder bus trips predicted for 1985-264,000 Better Rolling Stock per day-and also for increased suburban shopper traffic. The bus services would provide transport Trams and Buses links between the outl aying areas of urban development and the radial lines of fixed rail routes. To ensure new and higher standards of passenger New express bus routes would be incorporated comfort and achieve improved schedule speeds a in the system, these being necessary particularly to substantial programme of replacement of both tram carry worker traffic between certain outer areas and bus roll ing stock would be reqµired and in and rail, and to places of employment en route. addition both the tram and bus fle.ets would have Two of these would be from Sunbury to Essendon to be increased in size. and from Keysborough to Oakleigh. Other bus If there were any deletions of existing tram services proposed would also include some express services, they would be taken over by bus services, running to reduce journey times for co-ordination which would mean that fewer trams would be with rail. required but the bus numbers would have to rise. Two additional bus routes of an arterial nature On the basis of the assignments provided for are proposed- one from the new Tullamarine in the recommended plan the requirement would be Airport into the city, an express service utilising the for a combined fleet of 3,450 vehicles-910 trams Tullarnarine Freeway, to cater for air terminal and 2,540 buses-an increase of 219 trams or traffic and a new bus service, part express, into the 32 per cent and 1,550 buses or 156 per cent city from North Laverton via the Westgate Bridge. (Table 6- 6). In preparin g proposals for the recommended bus Together, these vehicles would be catering for an plan, it was realised that it would involve increase of 46 per cent in person miles travelled rntionalisation and amalgamation of existing each day by street public transport. 44 The recommendation is that the modernisation of the tram and bus fleets should be carried out Operating Standards over a period of time until both fleets had an The proposals for improving the operating standards adequate number of modern vehicles for efficient ot tram cars are illustrated in Table 6-7. operation. Note the improved acceleration and braking capacities and.the higher schedule speeds. Generally, passenger comfort would be improved. The new trams would have automatic acceleration, resilient wheels and greatly improved springing to give smoother riding, stopping and starting. They would be very much quieter in operation. In Table 6-6 addition to mechanical improvements, they would have fluorescent lighting and modern decor to give Comparison of 1964 and them enhanced passenger appeal. 1985 Tram and Bus Fleets B us travel also would be made faster and more comfortable. Schedule speeds would increase by amounts varying from 2 to 10 miles per hour, 1964 1985 Increase depending on location (suburban or outer suburban) while new developments in improved springing, transmission and ventilation would add to the Tram 691 910 219 (32 %) comfort of bus travellers. (Table 6- 8.) Bus 990 2 540 1 550 (156%) Total 1 68 1 3 450 1 769 I Table 6-7 Tram Segment - Proposed Operating Capabilities Comparison 1964 - 1985 Item 1964 1985 Seating capacity (persons) 50 56 Schedule speed (average) 11 mph 15 mph Headways-upper limit 12 minutes 7·5 minutes -lower limit 2 minutes 2 minutes Maximum speed on level track 30 mph 50 mph Acceleration-0 to 30 mph 20 seconds 14 seconds -0 to 45 mph unattainable 25 seconds Service braking (mph per sec) 2·5 to 3·0 3·0 to 3· 5 45 Table 6-8 Bus Segment - Proposed Operating Capabilities Comparison 1964 - 1985 Item 1964 1985 Seating capacity (average) 30 passengers 40 passengers Schedule speed (average) 12 mph 17 mph Headways- Upper limit 20 minutes 10 minutes - Lower limit 5 minutes 3 minutes Maximum speed on level track 45 mph 50 mph Acceleration-0 to 30 _mph 20-25 seconds 14 seconds - 0 to 45 mph 50 seconds 25 seconds Service braking (mph per sec) 2·5 to 3·0 3·0 to 3·5 Co-ordination of Public Transport Services For the public transport services as a whole- both rail and street-to play their full part in helping to cater for the public's travel needs, continuing attention to the co-ordination of these services would be necessary. This would involve the examination of such matters as fare structures, elimination of uneconomic competiton between the different services and co-ordination of schedules. These were not matters that it was possible for the committee to investigate in detail and they are now under study by the Passenger Service Co-ordination Committee specially established for this purpose within the Ministry of Transport. Before this report was completed, the committee had taken action to establish single fare structures for through journeys in some areas involving more than one mode of public transport and was also looking at areas where uneconomic competition between public transport services existed. The committee will report to the Minister of Transport in due course, and any recommendations adopted by the government would become part of the procedure of implementing the overall transportation plan. 46 which these greatly increased volumes can be Chapter Seven handled at higher service standards. This is not a matter in which there are The alternatives. Either a large-scale programme such as is recommended in the plan is instituted Recommended Plan and maintained over a long-term period or traffic congestion and greatly increased Highways transport costs would become chronic features of the metropolitan road system. There is of course, nothing exceptional in the forecast trends. Other western cities of comparable size overseas, faced with the same rapid growth in car ownership as that being experienced in Melbourne have bad to cope with similar rapid and substantial rises in the demand for road travel. By 1985 it is predicted that 1,300,000 private cars They have had to become involved in major road will be garaged in the design area-a three-fold construction programmes. Now Melbourne has to increase on the number recorded in 1964 for the face up to the same problem. 1964 survey area. The number of person trips The road proposals assume that the public by car each day is expected to total about 6,367,000, will want road construction to keep pace with more than three times the 1964 figure. Private car travel demand and will not accept interminable trip lengths are also expected to be up from an traffic delays even though this must inevitably mean average of 4.8 miles per trip in 1964 to 7.1 miles very substantial expenditure of public funds on roads in 1985. The mileage travelled in the design area and a programme of acquisition of land on a by private cars is predicted to reach 3 7.4 million large scale. vehicle miles a day compared to the 7. 2 million miles in 1964 in the 1964 survey area. The area served would rise from 583 square miles (1964 survey area) to 1,264 square miles (the design area). Overall Road Concept About 194,000 commercial goods vehicles are The recommended plan provides for the develop expected to be using the design area roads in 1985 ment of metropolitan roads as a single integrated as against 91,500 operating in 1964 (1964 survey system comprising: area). Average trip lengths are expected to be A network of new freeways. 6.3 miles compared with the 1964 figure of 4.0 miles. A network of improved and extended arterial road5 The number of trips made each day by commercial some having access control. goods vehicles in 1985 is expected to total A network of local roads. 1,206,000 as against the 518,851 trips made daily in The freeways would be designed to cater for 1964. Commercial goods vehicles are expected relatively long-distance, high-volume traffic and to average a total of 7.6 million miles on an would provide free movement, safe travel and average week-day or more than four times the significant reductions in travel time for all vehicles equivalent 1964 figure. using them. Street public transport is expected to be catering The arterial road network would include a for an extra 204,800 passenger trips a day and the number of new major divided arterial roads which number of passenger miles travelled daily on would provide additional road capacity to buses and trams is predicted to rise from 2.4 million supplement the adjacent freeways in areas of high to 3.5 million. It will be seen from these figures that demand. The divided arterial roads would be the increase in demand for road travel is predicted designed mainly for through traffic and would carry to be very substantial indeed. volumes approaching those of the smaller freeways. Although in recent years, with the operation of The balance of the arterial road network would the special roads project fund, there has been a also carry relatively high volumes of traffic although speeding up of major road construction work on not as high as the freeways or the divided arterial new metropolitan highways, the existing network roads. The arterial roads would have the function is not capable of handling existing volumes of traffic of catering for mid-distance trips and, in many at a desirable standard of service. cases, would act as feeders to the freeway system. The recommended plan has the task not only of The local roads, the third element in the highway making provision for the expected trebling of system, would serve the needs of local residential 1964 volumes, but also of providing the means by traffic and would act as feeders to the arterial system. 47 While the freeway and arterial networks would access to the network (Figure 7-1). The locations be mainly the concern of the two highway of the freeway routes shown in the figure are based authorities-the Country Roads Board and the on preliminary feasibility studies and it will not be Melbourne and Metropolitan Board of Works-the until the detailed design stage that recommendations local roads and sections of the arterial road for precise locations of each route will be made. system would be the responsibility of the local Without the freeways it would not be possible government bodies and their construction would physically to handle the predicted volumes at the require close collaboration between the local specified levels of service. The freeways would be municipalities and the road authorities. designed to give a better distribution of traffic flow The freeway and arterial systems would provide and to make possible a more selective expansion of the framework for road development in the metro the area as a whole. This latter aspect is particularly politan area and it would be the function of the local important and reflects the basic approach of road construction programme to provide links planning the transportation system in conjunction between these systems and the local areas. with and complementary to the expected pattern The freeway network would be a completely new of land development. system of roads imposed over the design area with Practically ail the freeways would be located on a total route mileage of 307 miles, which would new alignments in the sense that they would not represent 52 per cent of the total new route follow the routes of existing roads, but about half mi leage contained in the highway plan (Table 7-1). of the network would follow reservations already in The plan also provides for 17 miles of major the metropolitan planning scheme. This aspect of divided arterial roads, 86 miles of new arterial roads the planning was given major emphasis in locating and 189 miles of arterial road widening, the freeway routes. including 31 miles designed to accommodate street The freeways would be of four, six or eight lanes public transport as well as private car and with medians dividing the lines of traffic moving commercial goods vehicle movements. in opposite directions (Figure 7-2). An important design feature would be the absence of cross roads, traffic lights and pedestrian lights to ensure that even speeds and safe travel could be maintained at all times. Access to, and exits from, the freeways would be provided at well-spaced interchanges which would be designed to allow traffic to enter and leave the freeways with minimum Table 7-1 impediment of traffic flow. Summary of Highway City Ring Road The city ring road (Figure 7- 3), an essential Proposals part of the proposed system, would to a great extent Length Per Cent follow reservations already in the metropolitan Type of Facility Miles of Total planning scheme although some of the reservations would have to be expanded. It would be designed Freeways 307 52 to relieve the CBD and all its access streets of Major Divided Arterial Roads 17 3 " through " traffic, freeing more streets for use by New Arterials 86 14 vehicles destined for the CBD. Widened Arterials 158 26 Widened arterials to accommodate both pubtic transport movement and increased private car travel 31 5 Freeway Design Standards The design standards used in planning the freeways Total 599 100 (Table 7-2) place an emphasis on unimpeded movement. Vehicles operating on the freeway system would be able to maintain even travel speeds over the entire length of their freeway journey, Freeways significantly reducing travel times while maintaining The proposed freeway system basically forms a grid a high level of safety. It should be noted that pattern laid out in such a way that all parts of the the design speeds in the table refer to design design area where there is urban development standards and do not denote the operating speeds existing or proposed, would have quick and easy envisaged. 48 ,..,~" ''... -..,., --...... _..------; ' ,, ·-·I \ I '------~ ',,, -,..._.., \ ~,~~ I Ir-il , ___\ ..A.I'~' ~,, A I I F 5 f5 f5 I _,~ I I J •' I F2 f6 4,,,#~ ... , I I f l2 f4 f . I f 4 ·-· I F 5 F6 I I F12 F 14 Fl2 F2 f7 ;,-' I FIO "( ...... __ , F 3 f fig F 19 ,, 14 f 9 f7 l f35 .....J fg J fi f7 , " I ,1r >, --~ lI I { ,_J I I I f35 r-----~ f6 I I I FIGURE 7-2 I RECOMMENDED FREEWAY SYSTEM SHOWING CAPACITV REQUIREMENTS '-· IN FREE WAY LANES FOUR LANE SIX LANE EIGHT LANE SC ALE IN MILES N FIGURE 7-3 - PROPOSED FREEWAYS PROPOSED FREEWAYS THE CITY RING ROAD M~V.~RDAD • DIVIDED ARTERIAL ROAD N SCALE fl MUS (TENTHS) + ••• Table 7-2 Design Standards Adopted for Freeways Turning Design Feature Through Ramps Loops Roadways Roadways Design Speed 70 mph 50 mph 30 mph 25 mph Horizontal Curve- Min. Radius 1 923 ft 751 ft 243 ft 164 ft Maximum Grade 4% 5 % 7% 7% Minimum Grade 0·35 % 0 ·35% 0·35 % 0·35 % Lane Width (running) 12 ft 12 ft 12 ft 12 ft (stopping) 10 ft 10 ft 8 ft 8 ft Median Width (incl. stopping lane) 34 ft min. Formation Width 160 ft Maximum one-way peak hour volume 1,650 passenger car units per hour per 12 feet lane. suburbs, commercial goods vehicJes (all types) would Freeway Traffic Volumes account for between 15 and 25 per cent of the The volumes of traffic assigned to the various freeway traffic and in the outer eastern suburbs, segments of the freeway system range from 60,000 between 15 and 20 per cent (Figure 7-5). to more than 130,000 vehicJes a day (Figure 7-4). Light and heavy trucks (excluding panel vans and The importance of freeway F2 in conjunction utilities) would represent 10 to 15 per cent of the with the city ring road in linking eastern and northern and western suburbs freeway traffic south-eastern suburbs with the northern and western and throughout most of the balance of the freeway suburbs is clearly indicated by the high volumes system between 6 and 10 per cent of the week-day on these routes. traffic would be accounted for by these categories As well as a considerable saving in travel cost of vehicles (Figure 7- 6). and time for both personal and business travel, the In 1985, it is predicted that about 23 · 4 million freeway system would achieve significant economies vehicle miles will be travelled on the freeway system in the cost of goods movement by reducing the every day and of this amount commercial goods travel times of commercial road transport in the traffic is expected to account for about 4 · 5 millio11 design area. vehicle miles. The freeway system would enable through goods For those segments of the freeway system which traffic to move at higher speeds for relatively long lead to recreational areas in the country and along distances and to by-pass areas where traffic the seaboard, the demand for weekend and holiday movement was much slower. travel is expected to become increasingly In 1964 commercial goods vehicles operating in significant and these segments could require the 1964 survey area were averaging a speed of further adjustment to cope with this demand. about 20 mph. On the freeways because of the freer movement it would be possible for them to achieve average speeds of 35-40 mph. With the maintenance of these speed~ , savings in operating Benefits of costs of between 20 and 25 per cent would be possible. These savings would be reflected right Freeway System throughout the economy of the State. Travel Time It is predicted that the percentage which goods movement would represent of the total traffic on The simplest way to indicate the benefits of the the freeway system would vary in different parts of proposed freeway system is to say that without the design area. In the northern and western it the predicted volume of trips by road could not 49 occur. In the inner and middle suburbs there would be such congestion that many people owning Arterial Roads cars would not be able to use them when they The primary function of the freeway system would wished to. In the outer suburbs there would also be to enable through traffic to move freely from be considerable congestion. one part of the design area to another, but Failure to provide the required road space would provision should also be made for arterial roads have a very serious impact on commercial goods which would carry some through traffic as well as movements and the cost of transporting products helping to link the various segments of the by road. freeway system to the surrounding built-up areas. The proposed freeway system envisages that even Generally, the system of arterial roads would be with a threefold increase in the demand for travel designed to provide for faster more evenly distributed considerable reductions in travel time would be and safer travel. The major divided arterial roads achieved. For example, a trip from Frankston to would have full control of access with signals at the CBD by the shortest route in 1964 would have flared intersections and medians to separate taken 62 minutes but in 1985, with the proposed traffic moving in opposite directions. The majority freeway system in operation, this time would be of arterial roads would not have any reduced to about 39 minutes. Other examples form of access control, but even allowing for would be 19 minutes instead of 32 to go from cross traffic and cars entering from side streets, the Tullamarine to the CBD and 29 minutes instead of bulk of them would permit trips averaging speeds of 42 to go from Eltham to Dandenong East. 25 to 35 miles an hour in off-peak periods, the periods in which two-thirds of daily vehicle travel is The proposed freeways have been designed to give quick access to and from interstate and country made. Average speeds of 20 to 25 miles an hour highways. They would make it possible for a would be possible in peak periods. Many sections driver wishing to take the Hume Highway to of the arterial roads would bave medians to separate Sydney to leave his home in Box Hill, join the traffic moving in opposite directions, and busy closest freeway and, in 35 minutes, join the Hume intersections would be both widened and flared to Highway near Campbellfield. Each of the eight separate turning traffic from traffic proceeding major highways entering Melbourne would be through the intersection. linked with the freeway system, as would all the other major routes leading into the city. Safety Interchanges Another important benefit of the freeways would be These would be an integral part of the freeway and the increased safety they would provide. How arterial facilities. Basically there would be two this would be achieved is illustrated by comparing types of interchange. Freeway to freeway inter the accident rate on the 1.35 miles of the changes would provide for traffic to move freely South-Eastern Freeway from Batman Avenue to from one freeway route to another and interchanges Burnley, with that of other major arterial roads not designed to freeway standards, but carrying between freeways and arterial roads which would large volumes of traffic. provide facilities to enable vehicles to join the freeways from the arterial roads safely and with In its first year of operation, the South-Eastern minimal interference to the traffic already on the Freeway carried an estimated 10 million vehicles freeway. An example of a freeway to freeway which covered a combined distance of 13 million vehicle miles on it. interchange is shown in Figure 7-7. The serious accident rate was six personal injury accidents per 10 million vehicle miles compared to 45 personal injury accidents per 10 million vehicle miles in Toorak Road, 19 in Alexandra Avenue Elimination of Road/Rail 74 in Swan Street and 54 in Bridge Road*. If ' Level Crossings freeways of the proposed standard were constructerJ as recommended, a similar reduction in the accident On the existing and proposed new arterial roads rate could be expected, even though the traffic within the design area, there are 171 at-grade rail would be travelling at higher speeds and would ~rossings protected by either hand-operated gates, represent more than three times the 1964 volumes. interlocked gates, boom barriers or flashing lights. A greatly increased number of trains and road *Source:- Melbourne and Metropolitan Board of Works. vehicles is expected to traverse these points of traffic 50 ,~".-." ..~,..1 --...... ----J ~------,,'' I' ' •-, ' ,, ·------,I ,, " '-1...... '- \ ~ r-~ I J~,; I 1'5 F5 F7 ·--, A~~ v J I F 14 F 5 - - 1 _, . • I ~~J 11 I f. F6 F 18 F7 '~ ~1 I L F4 F4 I Fl2 I F 14 I fl2 F7 ____ ,I F14 F9 f7 f9 f9 fl4 f9 \ F2 F9 f9 F14 F14 f2 ~ Fe \ f2 f7 ~ f2 f2 f38 f '" Fla FIGURE 7-4 RECOMMENDED FREEWAY SYSTEM SHOWING ASSIGNED VOLUMES IN VEHICLES PER DAY (VPD) 0-60000 VPO 60000·100000 VPO 100 000 • UO 000 VPO OVER - llOOOOVPO SCAL£••• IN MILES N ... ,.,~WI\,...... -,__ I ...... ,_...... ,,I --· ...., I ' \ ...I, ',,, \f2 ·------,,.., __ ~ \ ~'-...,1 r-~ , , I '--\ r'-V- / ff4 fS :i FS r" " !.ii t ,~ I f6 fie F7 ,~ -.1 I I Fl2 F• f4 •• I F5 I f 12 F2 f 18 f7 ,...-/ / I f 19 f 19 r 19 FS 1* f3 ,, r2 -----· Fe f7 f8 I r9 ,,,__ f9 fl4 f2 f9 j f9 \ f9 ,, F6 f 14 \., f 35 fJ4 • f2 ~ f6 ,1r \ >,__,.. \. Fe lI I f38 I { F35 ,_J I I I f 35 r-----~ I I FIGURE 7-5 I I RECOMMENDED FREEWAY SYSTEM SHOWING THE PERCENTAGE OF .. COMMERCIAL VEHICLES CALL TYPES) '- IS I'/, - 20-0'/, 20·1 .,, - 25·0'/• GREATER THAN 25·0'/, SCALE IN MILES N f3S FIGURE 7-6 RECOMMENDED FREEWAY SYSTEM SHOWING THE PERCENTAGE OF LIGHT ANO HEAVY TRUCKS ' 0 .,. - 6 0 .,. &·1 •1. _ .i·o •1. 10·1 .,. - 15 0 .,, GREATER THAN IS 0 •1. SCALE•• IN MILES •N FIGURE 7-7 AN EXAMPLE OF A FREEWAY TO FREEWAY INTERCHANGE conflict with a resulting accelerated increase in traffic substantially less than the total arterial road congestion and delay costs. At many of these mileage, the freeways would carry a much greater points, the increased road and rail volumes make volume of traffic. Of the total of 45 million grade separation essential. Accident experience has vehicle miles expected to be travelled on the shown that gate barriers and lights, however design area roads in 1985, the freeways are efficiently operated and controlled, do not entirely predicted to be carrying 51 · 1 per cent of the load prevent a number of level crossing accidents. and the arterials only 37 · 8 per cent, with the To achieve the standards of service mentioned balance of the traffic being on local roads in Chapter Two the present policy of replacement (Table 7-3). of existing crossings should be speeded up. It is considered that the replacement of these crossings is just as essential to the plan as the programme of widening and otherwise improving the arterial roads. Studies have indicated that 80 of these existing crossings would need to be considered for grade separation. Table 7-3 Vehicle Miles per Day Local Roads All Roads 1985 Vehicle Miles Percentage of These roads form a vital part of the overall Predicted Predicted Travel road system as without them the freeway and Freeways 23 000 000 51·1 arterial road networks could not perform their Arterials 17 000 000 37·8 function satisfactorily. When the plan for the Local 5 000 000 11·1 higher class roads has been settled in broad outline, it is envisaged that there would be close Total 45 000 000 100·0 consultation between the road authorities and the metropolitan municipal councils which would have the responsibility for providing these roads. It is impossible to create a new highway system To enable the local roads to perform their in a built-up area without affecting both publicly function of connecting abutting development with and privately-owned land. Some of the land that the arterial and freeway systems, the local roads will have to be acquired is at present being used would require traffic control measures such as the for residential and commercial purposes and some provision for left and right hand turning at will be rural land not as yet built on. intersections together with traffic signals and Jn finally determining the location of the medians where warranted. freeways close attention will be paid to reservations for main road purposes already existing in the Metropolitan Planning Scheme and it is estimated that approximately 56 per cent Land Acquisition of the new freeways will be able to follow the and Reservation same alignments as existing reservations in the scheme (Figure 7- 8). Many of the proposed The proposed highway network comprising the widenings for arterial roads have already been freeways and the arterial roads would have a total acquired and approximately one-third of the mileage of 2,214 miles, of which 307 miles, or remainder are reserved under the planning scheme. 14 per cent, would be freeways and 1,907, or From the preliminary feasibility studies, it is 86 per cent, would be arterials. All the freeways estimated that the total amount of land required would be new works except for those sections for the arterial road system will be in the order of already completed or under construction. Of the 1,600 acres and for the freeway system about 1,907 miles of arterial roads, 1,615 miles would 12,300 acres. remain basically as they currently exist except for Details of the land to be acquired will depend traffic management improvements and upon further close investigation of the technical maintenance, 17 miles would be reconstructed design and exact alignment of the new or newly constructed to form major divided highways in accordance with the plan and the arterial roads, 86 miles would require new making of appropriate new reservations by way of construction and 189 miles road widening. amendments in the Metropolitan Planning Although the freeway mileage would be Scheme. 8469 /69.- 5 51 provisions of the Metropolitan Planning Scheme Chapter Eight Ordinance because it has very special needs. Overall standards that can be applied to the suburban Parking areas would not be practicable in the inner city with its very high concentration of large commercial Central Parking buildings. It is for this reason that the Melbourne City Council has retained complete Survey Area control of parking standards in that area, including minimum standards for new buildings where the site area exceeds 40,000 square feet. A great deal of basic information on the future parking needs in the suburban areas will be available to the councils from the Transportation Study's traffic surveys which will provide them with information on the number of trips that are The average private motor car spends less than expected to terminate in their areas in the design 4 per cent of its operational life travelling on year. This will enable them to update their present the roads; the balance of the time it is parked in the facilities and plan for their orderly and adequate owner's carport, on his nature strip, by the kerb, expansion. or at a privately or publicly-owned off-street However, the problem of parking in the central parking facility. The average commercial vehicle area was regarded as one that should be the spends about 12 per cent of its working life on subject of special investigation and because of this, the roads and the rest parked at a transport a survey was made of the parking requirements of terminal, a commercial or industrial loading bay, a the Central Parking Survey Area and its fringes. street kerb, a wharf or a rail head. The survey had the purpose not only of predicting If all the private motor vehicles and all the 1985 demand, but also of determining whether, goods vehicles expected to be registered in the if the predicted demand was met, the street system design area by 1985 were parked together in one in the central area would be capable of large parking lot, the lot would cover an area of accommodating the traffic that would be generated 9.8 square miles without allowing any space at the peak hours when greatly increased numbers for them to get into and out of the parking spaces. of private vehicles would be moving in and out The area covered by this imaginary car park of the parking facilities. The survey also had the is the amount of parking space that must be purpose of pinpointing the areas where deficiencies permanently available for the parking of private would occur in 1985. and commercial vehicles at their home bases in 1985. But to perform their function of carrying people and goods there must also be parking 1985 Parking Demand space at the end of each trip terminating in the design area. Central Parking Survey Area Providing parking spaces at the right locations The demand for parking in 1985 for al1 purposes and in the right numbers is an essential part of in the Central Parking Survey Area (Figure 8-1) the overall transportation service, and just as is expected to be for 55,600 spaces, compared with essential as providing adequate street and highway 30,548 spaces in 1964 and 38,000 in 1968. Of facilities for traffic movement. these 55,600 spaces it is expected that the bulk The provision and day to day control of parking will be off-street in public and private car parks and the formulation of overall parking policy including multi-storey as well as surface parks. is the responsibility of the metropolitan municipal Approximately 8,600 spaces of this predicted councils. For the central area, the Melbourne demand would be for the use of commercial City Council is the responsible authority. vehicles, including taxis and taxi trucks. Throughout the metropolitan area, other than in Many existing spaces would be lost through the the central area, all new buildings must conform removal of kerb spaces as part of street to the minimum off-street parking requirements improvements, the extension of loading zones, the laid down in the Metropolitan Planning Scheme extension of other areas where private car parking unless absolved from doing so by special by-law. would be prohibited and the loss of existing Within these 1imits, the councils look after a11 off-street spaces due to the development of land the parking needs of their areas. at present vacant and being used for parking. Parking in the CBD is not subject to the planning This would produce a total reduction on the 1968 53 figure of approximately 2,000 on-street spaces over-taxing the city streets and creating permanent (Table 8-1). peak hour traffic chaos. To meet the predicted demand, a further 19,360 spaces would have to be provided at off-street locations. This would mean the off-street parking Implementation of would have to double compared with the 1968 supply. Parking Proposals for Central Parking Survey Area The Melbourne City Council has for many years operated an effective control over on-street parking. It will be in the area of off-street parking Table 8-1 that its biggest problem will arise. The council provides off-street parking in two Central Parking Survey Area principal ways. Firstly, by developing its own Parking Space Supply ground level areas to a maximum degree, and secondly, by giving positive encouragement to (All Purposes) 1968-1985 private enterprise. This has been done by buying land in suitable locations and leasing it on long 1968 Type of Parking 1985 term leases to private enterprise for the Existing Proposed Sopply establishment of multi-storey car parks, by making it a condition that where council-owned land is Public Parking Stations leased to private enterprise for commercial Public Lots 37 800}800 } development, provision is made in the new Private Parking Stations 3 120 19 960 37 000 Private Lots and Lanes 5 240 building for public as well as tenant car parking (examples are the Southern Cross and National On-street Metered 5 330 Mutual buildings, both on former market sites), On-street Non-metered 1 330} 6 660 } 4 600 and finally by requiring that parking facilities be provided as considered necessary or as applicable On-street Loading Zones 6 600 8 600 under ordinance. On-street Fringe Area 5 400 5 400 This approach to off-street parking bas a number Total 38 620 55 600 of important advantages: It ensures that when land is purchased by the Parking Demand 38 000 55 600 council for leasing for multi-storey car parks it is Difference +620 located in areas where the demand warrants However, the limiting factor on the provision of a new facility and thus the development can parking would be the capacity of the street conform to an overall " master plan" for parking. system to handle the volume of traffic moving in The council can maintain control over the and out of the parking areas at peak hours. operation and design of the car parks established. In 1964 this parker traffic was mixed up with Less capital cost is involved fo r the operator. through traffic which also was using the city Close co-operation is established between the streets at the peak periods. More than half the council and the parking operators. 22,350 vehicles moving in and out of the central area each day between 8.00 am and 9.00 am and The number of off-street spaces that had been between 5.00 pm and 6.00 pm, was through created up to 1968 under the council's policy traffic. \ totals 4,800 with a further 1,700 extra spaces shortly to become available (Table 8-2). In 1985 it is predicted that peak hour through traffic would be reduced to about 3,550 vehicles per day as the balance of the greatly increased through traffic predicted for that year would bypass the city streets via the proposed city ring road. Without this bypassing function it would not be possible to increase the central area parking facilities to meet all the increased parking demand predicted for 1985 except at the risk of 54 OUEE NSBERRY ST VICTORIA ST VICTOR IA POE ... "' ---.J• 'ti ~ 0 0 .."'z .J SCALE N IN iENit-IS Of MILES est> - cENiRAL PARl<\NG suR~E'1 AREA aouNDAR'< FIGURE 8- I 007 i RANSf>OR'TA'T I OH suR~E'< z.oNE CENlRAL PARKING NIJtASERS suR-JE'I w.EA In addition to its own activities of acquiring land Table 8-2 for lease to car parking operators, there will be a Central Parking Survey Area need for more public parking stations on privately owned land, and in this regard private Off-street Parking- 1968 enterprise will have an important role. Spaces However, the committee is satisfied that the Ground level lots on council land 2 000 council's forward planning is along sound lines Public parking stations on council-owned and capable of meeting the new parking needs. land leased on long term to private operators 2 000 Public parking facilities in commercial buildings on former market sites leased on long terms to private enterprise 800 Public parking facilities on council-owned land currently being constructed 600 Council-owned land capable of development for parking but not yet leased 1 100 Total 6 500 When facilities exist on all these areas of land, the amount spent on developing them, excluding the land cost, is expected to total more than $7 million. Bringing the central parking survey area under the parking ordinance of the Melbourne and Metropolitan Board of Works would achieve off-street parking faster than any other method if the present rate of city rebuilding continues. However, this could also produce numerous problems. There is a danger that there could be, ultimately, too many spaces provided and intolerable traffic congestion created. A n unfair burden may also be imposed on new buildings if parking areas are in excess of their actual requirements. Finally, the financial burden of providing space may make rebuilding an unattractive venture and thus stagnation of the central area could result. From the purely traffic angle, the number of vehicle crossings could become excessive and thereby seriously disrupt pedestrian and traffic flows. It has also been found that off-street car parks within large buildings tend to become all day, executive-type car parking. This is uneconomic to the city, generally. For these reasons, the council has concluded that this would not be a practicable method of providing general off-street parking in the central area. However, it does administer an ordinance which provides that in new buildings provision must be made for adequate loading and unloading bays for the use of commercial goods vehicles picking up and discharging freight. It is clear that the council faces a big task and that a greatly speeded up programme will be required to meet the target figure of 55,600 spaces. 55 it is estimated that the cost of replacing the 97 trains Chapter Nine would be $50 million. The funds available for rail improvements Cost of Proposals envisaged in these proposals will depend upon future loan allocations. If these allocations n:main at about the same level as in the recent past, it is expected that in the 15 years to 1985 the Railways would be able to allocate about $30 million towards the extension of existing lines and capacity improvements. The proposals outlined in this report would cost approximately $2,616 million based on 1968 costs (Table 9-1). Of this amount public transport would Table 9-1 absorb $355 million directly and road Cost of Proposals construction $2,221 million, which would include expenditure to enable public transport to operate Rail Million$ more efficiently. Underground rail loop 80 Of the public transport component, rail would New lines on new alignments 60 require $242 million and the street public Extension of electrification along transport component $113 million. existing Jines 8 Route capacity improvements on existing lines 42 Rail New stations on existing lines 2 The major item in the rail costs is the proposed Additional suburban trains 35 underground loop which would absorb $80 million. Modal interchange 15 It is the most important as well as the most costly item in the rail estimates. The rail costs also 242 include $60 million for new lines on new alignments, and $42 million for route capacity Street Public Transport improvements on existing lines. 910 new trams 55 Included in the provision for new lines is a sum 2,540 new buses 50 of $16 million to cover the cost of the proposed Bus depots 8 future underground line linking Victoria Park station and the northern side of the underground 113 loop. Highways The route capacity improvements to existing Freeways 1 675 lines cover duplication of single lines and Major divided arterial roads 64 additions of third and fourth tracks to existing New arterial roads 28 double lines. Widened arterial roads and bridges 359 The recommended plan provides for the Grade separation (rail/road) 95 replacement of all out-of-date rolling stock with trains of the most modem design. There 2 221 were 97 of the old trains still operating on the suburban network when this report was being Parking written and these are expected to have been CBD (Financed by M.C.C. and replaced by 1985 with the money coming from private enterprise) 40 existing sources. For this reason, no provision has been made Total 2 616 for this item in the estimate. At 1968 prices, 57 This means that to implement the rail proposals The proposed widening of about 189 miles of in full, the R ailways would require an additional existing arterials including about 31 miles of $212 million over and above the existing rate of dual purpose roads, would cost an estimated $359 expenditure. million and this includes provision for widening existing structures. Providing grade separation at 80 road/ rail crossings is estimated to cost about $95 million. Street Public Transport At the current rate of allocating funds for The major items in each of the tram and bus metropolitan road construction $1,300 million proposals is the provision that bas been made would be available from existing sources over the for new rolling stock. next 15 years leaving a short-fall of the order The sum of $55 million proposed for new trams of $921 million. would, at current prices, be sufficient to purchase Existing sources of funds for road construction 910 new trams of which 691 would be works are-the Motor Car Act, the Roads replacements and 219 additional vehicles. (Special Projects) Act, the Commonwealth Aid The provision for new buses represents the Roads Act, and the Melbourne and Metropolitan amount that would be required at current prices Board of Works Act (Metropolitan Improvement to replace the existing bus fleet and add to it an Rate). additional 1,550 vehicles. In fact, some of the existing vehicles will be replaced more than once over the 15-year period, but no provision bas been made in the estimates for this factor. No part of the expenditure by the Melbourne and Metropolitan Tramways Board to implement the street public transport proposals would be available within the level of finance at present available to the Board. The whole of this expenditure, therefore, would be additional to existing levels. The present rate of investment in new vehicles by private bus operators is of the order of $1 million per year. If this rate were maintained over the period to 1985 private bus operators would be providing $15 million. Thus, implementation of the bus proposals would require an additional $43 million above the existing rate of expenditure. In summary, out of the total cost of the public transport proposals of $355 million, $45 million would be available at present rates of expenditure and $310 million additional would be needed. Highways The major item in the highway proposal-the construction of some 307 miles of freeways would cost about $1,675 million, which would be 75% of the total estimated cost of the highway segment. The construction of approximately 17 miles of major divided arterial roads to supplement the freeway network would cost about $64 million. The construction of 86 miles of new arterial roads to provide better access to the freeway network would cost about $28 million. 58 carry with them a right to compensation which. until Chapter Ten recently, has been the sole burden of the planning authority. Recent amendments to the Town and Implementation and Country Planning Act provide, however, that any compensation is to be borne by the authority on Continuing Study whose behalf the reservation is made. At the stage when land reservations have been made, the constructing authorities may begin work according to the plan and the availability of funds. The works programme will need to be co ordinated so that at any time the transportation networks, although not completed, will be capable of functioning as a whole. This will be part of the continuing work of the committee. In producing its proposals the committee has The plan is based on an assessment of trans of necessity bad to make a number of predictions portation requirements for the design year 1985- about the future. For this reason, it believes that when the population is expected to reach about the plan must be the subject of continuing study 3 · 75 million persons-at the levels of service and reassessment to ensure that it retains its relation described in this report for each mode of transport. ship to conditions within the metropolitan area and Implementation of the proposals will take place remain flexible and responsive to the changing progressively over a number of years and will have needs of the area. to follow a series of procedures. As the outcome of its investigations the committee The first step will be that this report will go to the has in its possession a great wealth of information Government for consideration. If the Government which will be of considerable value, not only to the accepts the plan in principle, the next stage will be to authorities responsible for implementing the Trans initiate action to make the necessary reservations portation Plan directly, but also to other bodies and of land for the proposed new highways and rail particularly to municipal councils which will have proposals. This will involve incorporating the a big part to play in helping to implement parts reservations in the Metropolitan Planning Scheme. of the Transportation Plan. It will not be an easy task and cannot be done The report bas suggested areas of further quickly. investigation and the committee intends as a As Metropolitan Planning Authority the Board continuing function to carry out this work of study, of Works will have to draw up amendments to the reassessment and updating of data. Metropolitan Planning Scheme on which the proposed reservations will be shown. Such amendments are required, by law, to be placed on public exhibition for three months, and all owners of property affected by the proposed reservations will be notified so that objections can be lodged. If it is proposed to disallow any objections, the objectors who lodged them have a right to be heard by the Board either personally or through their legal representatives. The amending planning scheme, after considera tion of the objections, is submitted with or without amendments and together with the objections, to the Minister for Local Government for approval. He obtains a report from the Town and Country Planning Board and finally submits his recommen dations to the Governor-in-Council for approval. When this process of public exhibition and the hearing of objections has taken place, final decision as to reservations will be made and the reservations which are approved will become a part of the Metropolitan Planning Scheme. Reservations for public purposes such as these 59 8469/69.-6 Metropolitan Transportation Committee Present Members The Hon. V. F. Wilcox, LL.B., M.P. Minister of Transport-Chairman The Hon. R. J. Hamer, E.D., LL.M., M.L.C. Minister for Local Government-Deputy Chairman Cr. I. F. Beaurepaire, C.M.G., Dip.Manag. Councillor, City of Melbourne F.A.I.M., F.T.S.M., Assoc.Jnst.T. Mr. A. G . Brown, M.Jnst.T. Co-ordinator of Transport Mr. G. F. W. Brown, F.T.E.Aust., Chairman, Victorian Railways Commissioners M.Inst. Loco. Engrs., M.Jnst.T., F.A.l.M. Mr. E. W. Coates, B.Comm. Director of Finance Mr. A. H. Croxford, LL.B. Chairman, Melbourne and Metropolitan Board of Works Mr. E. V. N. Field, M.Inst.T., J.P. Chairman, Transport Regulation Board Mr. J. A. Hepburn, A.R.T.C.S., A.M.T.P.1., F.A.P.J. Chief Planner, Melbourne and Metropolitan Board of Works Mr. I. J. O'Donnell, 0.B.E., E.D., B.C.E, F.I.E.Aust., Chairman, Country Roads Board F.A.T.M. Mr. R. J. H. Risson, C.B., C.B.E., D.S.O., O.St.J., Chairman, Melbourne and Metropolitan E.D., B.E., F.T.C.E., F.l.E.Aust., M.Jnst.T., F.A.1.M. Tramways Board Mr. J. G. Westland, C.E., E.W.S., Dip.T.&R.P., Chairman, Traffic Commission M.I.E.Aust., M.A.P.J. Past Members The Hon. E. R. Meagher, M.B.E., E.D., M.P. Former Minister of Transport (until 19 May 1967) The Hon. M. V. Porter, M.P. Former Minister for Local Government (until 17 July, 1964) Mr. E. H. Brownbill, M.Mech.E., B.E.E., Former Chairman, Victorian Railways Commissioners F.l.E.Aust., M.l nst.T., F.A.J.M. (until 19 May, 1967) Mr. J. D. Thorpe, C.E., F.J.E.Aust., M.I.T.E. Former Chairman, Traffic Commission (until 1 July 1968) Mr. R. E. Trickey, O.B.E. Former Chairman, Melbourne and Metropolitan Board of Works (until August 1966) Study Director : J. M. Bayley, B.C.E., C.E., Cert.H.T.(Yale)., M.1.E.Aust., A.M.T. H.E. (from July, 1967) ; D . J. Delaney, B.C.E., C.E., Cert.H.T.(Yale)., Dip.T.&R.P., M.T.E.Aust., A.M.l.T.E. (January, 1966 to June, 1967). Committee Secretary : G. J. Meech, B.Comm. 60 Technical Committee of Metropolitan Transportation Committee Present Members Mr. J. A. Hepburn, A.R.T.C.S., A.M .T.P.I., F.A.P.I. Chief Planner, Melbourne and Metropolitan Board of Works, Chairman Mr. H . S. Gibbs, M.C.E., C.E., F.l.E.Aust., A.AS.A. Chief Engineer, Country Roads Board Mr. B. P. Kay, B.Comm., Dip. E.D ., A.M.Tnst.T., Secretary, Transport Regulation Board Mr. F. R. Kirby, B.E.E., F.J.E.Aust., A.M.Inst.T. Deputy Chairman, Melbourne and Metropolitan Tramways Board Mr. J. W. Knee, B.C.E., Cert. H.T. (Yale)., E.W.S., City Engineer, Melbourne City Council C.E., M.I.E.Aust. Mr. A. A. Strempel, B.E., C.E., M.T.E.Aust., Member, Traffic Commission F.S.A.S.M., A.M.Inst.T., A. M.I.T.E. Mr. D. D. Wade, B.C.E., M.Inst.T. Chief Civil Engineer, Victorian Railways Past Members Sir Louis Loder, C.B.E., D.Eng., C.E. , F.J.C.E., Study Co-ordinator and Chairman (until January Hon.F.I.E.Aust. 1967) Mr. B. C. S. Harper, M.Sc., B.E., Dip.T.&C.P., Chief Engineer, Traffic Commission (until July 1967) M.A.P.I., M.J.E.Aust., A.M.I.T.E. Mr. L. A. Reynolds, B.C.E., F.f.C.E., F.T.E.Aust., Commissioner, Victorian Railways (until September M.Inst.T., F.A.I.M. 1968) Mr. J. G. Westland, C.E., E.W.S., Dip.T.&R.P., Former Deputy Chairman, Traffic Commission M.I.E.Aust., M.A.P.T. (until J une 1968) Transportation S tudy S taff : The following officers are currently assigned to the study-C. L. F?uvy, B.E.E .. M.l.E.Aust.; D. G. Ferguson, _B.E. (Civil) ; B. J. Negus, A.R.M.I.T. (Civil), M.1.E.Aust. ; A. D. Lumsden, D1p.C.E., M.l.E.Aust.; D. P. Chamberlain, D1p.C.E., M.I.E.Aust. ; D . E. Shrirnpton, Dip.C.E .. Grad.LE.Aust. The following officers have been assigned to and have since left the study- I. D. Ric~ard s, F.M.T.C. (Civil). ".-'1 :1.C.E .. M.I.E.Aust. ; R . O. Evans. Dip.C.E.. Dip.T.&R.P.. M.1.E.Aust.; L. J. Cunningham, A.R.M.l.T. (Clv1l), M.l.E.Aust. ; W. H. Saggers, B.E. (Civil); E. C. Brownbill. B.Comm. ; B. B. Wentworth, B.Ec. Editorial Consultant : J. C. H . Haodfield, lmage Australia Pty. Ltd. A . C. BROOKS, Government Printer, Melbourne. 61 \)1 I J · ''\. 0 t ._,.j - ------1 380.5 Wilbur s 099451 Assoc1at~~th and MEL Melbourne t ranspo .. ...Jo\~ study r~at 1 on c::..o~ ' r-1 / ( .t'" \ I' d-....._ ...J