T o b y
S J
B a e
Transportation
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The Ordinary Nature of Aircrafts is a design research seminar offered by the Masters of Landscape Architecture Program at RMIT School of Architecture and Urban Design. This seminar focuses on developing a new way of seeing using digital information from City of Melbourne’s Open Data Platform to perform conceptual and technical interrogations using Geographical Information Systems (GIS) techniques and point cloud models to propose speculative iterations of urban transformation scenarios in the future of Melbourne year 2050. This seminars focus is derived from Le Corbusier’s Aircraft (1935) where Corbusier uses the act of flying as an instrument to interrogate and see the city of São Paulo from a new perspective.
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The Ordinary Nature of
Transportation 3
Transp or t at ion
by Toby SJ B ae
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Research Site City of Melbourne Title The Ordinary Nature of Transportation Author Toby SJ Bae Student Number S3560164 Publication date 02/06/2019 Publisher RMIT University
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Contents
1. 2. 3. 4. 5. 6. 7. 8.
Introduction Methods Observation: Conceptual Interrogation Design Research Question Agency of seeing: Specificity, Technical Interrogation Conclusion / Hypothesis Benchmarking and Strategies References
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FIGURE 1 This image enables us to discover the realm of open data sources which in this image point cloud data from the City of Melbourne is used to show how cities can be seen and analysed in a new way through online data sources.
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1 INTRODUCTION Melbourne in 2050 is projected to have increase of near double the amount of population at approximately 8 million people. How this increase will affect the change needed with the existing transportation system will be questioned within this research seminar. Already in Australia, “The expansion of motor vehicle use in cities has led to over 30 percent of land use devoted to vehicles” (Commonwealth of Australia, 2014b, p.18) and “According to census data, in 2012 71% of people aged 18 years and over travelled to work or full-time study primarily by passenger vehicle” (Commonwealth of Australia, 2014a, p.2). This issue of car dependent city rises issues in increase demand for land as “City of Yarra argued that accommodating an additional 200,000 people in the Melbourne CBD with car-based transport would require an additional 65 freeway lanes and 782 hectares of parking space.” (Commonwealth of Australia, 2014b, p.18)¬ These arguments lead to the problematic issues of cars that will continue to rise until there is a change to improve the car entrenched city. A proposed speculation to improve the existing private car dependency is by reducing car use and increasing the use of public and active modes of transportation as city of Melbourne have produced a future target to reduce car use to 20 percent by 2030. The projection of proposed speculative scenarios within the bounds of City of Melbourne will be achieved through developing scenarios based on two stages of interrogation, the first through conceptual interrogation where City of Melbourne is observed and analysed by comparing transportation systems through the lens of an instrument (Photography) in the year 1970 to the existing conditions of year 2019. The observation between the two years are made to identify and classify elements to unpack, in order to develop a list of data that is required to further analyse the transportation system in the City of Melbourne. The second part of the interrogations is done through technical interrogation where by data collected from the open data sources within Victoria are manipulated by using Geographical Information Systems (GIS) techniques and point cloud models. These techniques are used to identify existing and future areas of crisis that may occur within the transportation system, where by future projection of speculative scenario for the year 2050 is made through research and findings. 10
2 DISCUSSION OF METHODS The method to analyse the City of Melbourne’s potential areas of transportation crisis is developed through two parts. First conceptual interrogation whereby the use of comparing historic urban conditions to the present condition is used to identify the specificity of the research and secondly, technical interrogation whereby analysis of the City of Melbourne and the identified specificity is interrogated through open data collection, Geographic Information System techniques and Point Cloud data analysis. These interrogations will lead to a conclusion/hypothesis through the agency of seeing, and in conjunction of understanding the transportations lineage of Melbourne will articulate how and why the future strategy scenarios are proposed for the transportation systems for the City of Melbourne in 2070.
Technical Interrogation Conceptual Interrogation
Transportation Lineage
Future Projections
Benchmark
Strategies (Scenarios)
Maps Photographs Point Cloud Models
FIGURE 2 Process Diagram
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3 Observation: Conceptual Interrogation FIGURE 3 Flinders Street Station 1966 The ambition of image 3 is to observe the transportation modes and busy traffic of Flinders street station / Swanston street intersection in 1966 in Melbourne. The image captures high use of cars and pedestrian movement as well as tram and bus use.
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Through observation, conceptual interrogation establishes specificity within the ordinary nature of transportation modes. These interrogations are developed through the lens of an instrument by myself in the year 2019 and by a professional in the year 1970. These images are produced as a practice of photo reportage. First the images photographed are reference to William Klein American-born French photographer’s style where, “Photography should be like a shock of sensual, violent energy.” (Contacts. 1: the great tradition of photo-report, 2004) Second the annotated plan or satellite image is used to locate where photo was taken from with necessary annotations of the surrounding environment to contextualise the condition in the photographed images. The style and technique of annotation is referenced to Laura Kurgan’s (2013) Close up at a distance: mapping, technology, and politics. Chapter on ‘Representation and the Necessity of Interpretation’
FIGURE 4 Flinders Street Station 1970 Plan The ambition of image 4 is to contextualising image 3 through annotation of the plan including location and view of image 3. The image captures high use of cycling and pedestrian movement as well as tram use.
Private & Public Modes Of Transportation In 1970 Flinders Street / Swanston Street
Central Tram Line
Adjacent Car Line
St Pauls Cathedral, Melbourne
F
et
tre
rs S
e lind
Princess Bridge Station
Central Tram Line Adjacent Car Line
Sw
Flinders Street Railway Station
sto
an tre
nS et
Yarra River Princess Bridge
(Melbourne. Survey Branch, 1970. City of Melbourne [cartographic material])
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FIGURE 5 La Trobe street / Swanston street 2019 The ambition of image 5 is to observe the transportation modes and traffic Swanston street / La Trobe street intersection in Melbourne 2019.
14 Views of transportation systems in Swanston street
FIGURE 6 La Trobe street / Swanston street 2019 Aerial View The ambition of image 6 is to contextualising image 5 through annotation of the aerial satellite image including location and view of image 5.
Private & Public Modes Of Transportation In 2019 Swanston Street / La Trobe Street
ston
Swan Adjacent Bicycle Lane
t
Stree
RMIT University
La Trobe/Swanston Tram Stop
La Trobe/Swanston Tram Stop
Central Tram Line
reet
be St
La Tro
Melbourne Central Tram Stop State Library Victoria Melbourne Central
Central Tram Line
Adjacent Bicycle Lane
(Google Earth, 2019)
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4 Research Question
FIGURE 7 La Trobe street / Swanston street 2019 The ambition of image 7 is to develop the research question through comparing transportation systems of City of Melbourne in 1970 – 2019.
Melbourne in the year 1970 had population of 2.4 million and “Freeways had become the focus of urban transport infrastructure.” (Infrastructure Victoria, 2016, p.19) making dominance in car centred road systems. In this time public transportation use had dropped to half since the post-war peak whilst population had doubled. (Infrastructure Victoria, 2016, p.19) Whereas Melbourne in 2019 with population at 4.8 million has developed to more sustainable modes of transportation including cycling and increased use in public transportation, which forecasted by City of Melbourne to reduce private car use to approximately 30% of approx. 2.75 million weekday commuters by 2020. (City of Melbourne, 2016) These findings questions how Melbourne’s transportation infrastructure is designed and planned to accommodate 70% of commuters within the modes of walking, cycling and public transportation including trains, trams and buses now and in the future for 2070 and beyond?
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Me 2.4 foc str na pu sin do Wh at ab an wh red of by fin tat to the tra bu
5 Agency of seeing: Specificity, technical interrogation The agency of seeing establishes conclusion/hypothesis for the research question through developing a series of maps, images and cloud point models by collating specific data in relation to the research question from online Victorian open data sources including Data VIC, City of Melbourne’s Open Data Platform and VicRoads Open Data. In conjunction with the maps and images developed gaps and opportunities from City of Melbourne’s BICYCLE PLAN 2016 – 2020, Urban Design Guidelines for Victoria: Element 2 Movement network (2017) and National Association of City Transportation Officials: Transit Street Design Guide (2016) is refenced to relevant policies and initiatives to unpack the impact of population growth to transportation system in the City of Melbourne from 2030 onwards. Categories of analysis Two categories of land use and access are selected to collect relevant data to analyse the existing and future conditions of transportation system in the City of Melbourne. Land use:
Dwellings existing to future developments Employment by block (2016) On street car parks / tram and Train stop Proximity
Access: Pedestrian counts Bicycle counts Vehicle counts
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FIGURE 9 RIGHT Dwellings existing to future developments The aim of this map was to understand where existing densities of dwellings are and to understand where future densities of dwellings are located. The data used to develop the map include existing dwellings census 2017 (updated in 2018) which was used to create hotspot map of existing dwellings by density and existing dwellings density within buildings e.g. apartments. The development Activity Model Footprints (updated in 2019) was used to create a hotspot map that identified where high density of future dwellings are being developed. Through the hotspots created there are high amounts of existing dwellings located in North Melbourne and high density of dwellings within buildings between Bourke street and Lonsdale street along Spencer street. The highest concentrate of future dwelling development is located in Spencer street and Dudley street intersection.
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Scale 1:50,000
Dwellings existing to future developments
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FIGURE 10 RIGHT Employment by block The aim of this map was to understand where workers may be commuting to within the City of Melbourne boundary. The data used to develop the hotspot map was Blocks for Census of Land Use and Employment (CLUE, 2016) with business, employment and floor area counts (updated in 2018) Through this hotspot map the highest concentrate of employment was in Docklands, this finding starts to unpack where the highest number of workers will be commuting to and from during the weekday and questions how the existing transportation system is designed within this site.
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Scale 1:50,000
Employment by block
N
L 0 - 2000
H 17,500
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FIGURE 11 RIGHT On street car parks / tram and Train stop Proximity The aim of this map was to understand where the existing on street car parking’s were located in conjunction to the existing tram and train stops/lines. The data used to develop this map included On-street Parking Bays (updated in 2019) and Principal Public Transport Network (PPTN) Package (updated in 2019) which was used to locate tram and train stops and to create a buffer for potential catchment area for users. Through this map with in mind of the research question of City of Melbourne’s future target to reduce car use by 20 percent questioned what will happen to the infrastructure that is no longer needed as car use will be reduced and brings forward a potential opportunity area for turning unused car parking space to benefit other modes of transport.
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Scale 1:25,000
On street car parks / tram and Train stop Proximity
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Page: Intentionally blank
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FIGURE 12 Pedestrian counts (Between 25/03/19 – 23/04/19 fourweek average) The aim of the series of hotspot maps created was to see patterns of pedestrian movement and there potential use of transport by creating a catchment buffer on each tram and train stop using pedestrian counts though out the five day week from 7-9AM and 4-6PM peak hour traffic and on the weekend the peak hours were selected from the highest count hour which for Saturday was between 3-5PM and Sunday between 12-2pm. The data used to develop the maps are Pedestrian Counting System – 2009 to Present (counts per hour) (updated in 2019) which was used to develop a four week average between 25/03/19 to 23/04/19, and Principal Public Transport Network (PPTN) Package (updated in 2019) was used to locate stops and create a catchment buffer. Through the series of hotspot maps created there is a clear link between work days and weekends. During the AM peak hour from Monday to Friday there are high density of pedestrian counts in Southern Cross station and Flinders Street Station. Although during the PM peak hour Flinders Street Station has the highest pedestrian counts then Southern Cross Station did during the AM peak. On the weekend as presumed the highest count in pedestrians are shifted mainly along Swanston street.
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N
Scale 1:70,000
Monday 4-6PM
Monday 7-9AM
H 12,000
H 12,000
Tuesday 4-6PM
L 90
L 90
H 9,000
H 9,000
Tuesday 7-9AM
L 40
L 40
Figure 12 Pedestrian counts (Between 25/03/19 – 23/04/19 four-week average)
Wednesday 4-6PM
Wednesday 7-9AM
H 12,000
L 90
H 9,000
L 40
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N
Scale 1:70,000
Thursday 4-6PM
Thursday 7-9AM
H 12,000
H 12,000
Friday 4-6PM
L 90
L 90
H 9,000
H 9,000
Friday 7-9AM
L 40
L 40
Figure 12 Pedestrian counts (Between 25/03/19 – 23/04/19 four-week average)
Saturday 3-5PM
Sunday 12-2PM
H 11,250
L 75
H 11,250
L 75
FIGURE 13 RIGHT Bicycle counts The aim of this map was to understand where the highest movement of cycling movement occurred and to locate potential removal of car parks to benefit for additional width for cyclist in high movement areas. The data used to develop the map are Annual Bike Counts (Super Tuesday) (updated in 18/03/2019), Bicycle routes, including informal, on-road and offroad routes (updated in 2019) and On-street Parking Bays (updated in 2019). Through developing the hotspot map it is identified the highest movement in cyclist are along Swanston street and along Footscray road to La Trobe street. Although along these routes have minimal on-street parking potentially with high future development of dwellings in West Melbourne and North Melbourne, there is opportunity for a new bicycle route down Spencer street and opportunity to improve cycling routes where car parks are adjacent within the less used areas to promote better access and use.
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Scale 1:25,000
Bicycle counts
N
L 80
H 17,000
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FIGURE 14 RIGHT Bicycle counts The aim of this map was to understand where the highest movement of cycling movement occurred and to locate potential removal of car parks to benefit for additional width for cyclist in high movement areas. The data used to develop the map are Annual Bike Counts (Super Tuesday) (updated in 18/03/2019), Bicycle routes, including informal, on-road and offroad routes (updated in 2019) and On-street Parking Bays (updated in 2019). Through developing the hotspot map it is identified the highest movement in cyclist are along Swanston street and along Footscray road to La Trobe street. Although along these routes have minimal on-street parking potentially with high future development of dwellings in West Melbourne and North Melbourne, there is opportunity for a new bicycle route down Spencer street and opportunity to improve cycling routes where car parks are adjacent within the less used areas to promote better access and use.
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Scale 1:50,000
Vehicle counts
N
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FIGURE 15 BELOW Population growth projections for Docklands and West Melbourne As identified within the maps generated Docklands showed the highest point of hotspot maps and West Melbourne had the highest range in future development dwellings. This resulted in questioning what are projected population growth in Docklands and West Melbourne? A graph was created through the projection data from City of Melbourne Population Forecasts 2016 to 2041 Age and Gender (updated in 2019) to understand the future increases and to support how change in the transportation system is needed within the conclusion/hypothesis and speculative scenario in 2070 and beyond
Population Growth Projects 2016 ‐ 2041 450000 400000
POPULATION GROWTH
350000 300000 250000 200000 150000 100000 50000 0
2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 YEAR City of Melbourne
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Melbourne (CBD)
Docklands
West Melbourne (Residential)
FIGURE 16 RIGHT Point cloud model Sites Point cloud data of city of Melbourne is accessed through City of Melbourne Population Forecasts 2016 to 2041 - Household Types (updated in 2019) to interrogate the identified sites of potential future crisis in transportation system spatially. The aim is to classify urban elements by ground and buildings to assess the existing spatial condition of streets and roads. Through this understanding of exiting conditions and in relation to the maps produced, future speculative iterations are generated based on the findings whilst linking to the policies and initiatives relative to the research question. 33
FIGURE 17 RIGHT Model 1 Context classification Through the previous hotspot maps created four sites are identified as areas of potential high increases in transportation use. There for the context of the site boundary is within these four sites. From the North Spencer street / Dudley street, Harbour Esplanade / La Trobe Street, Bourke street / Waterside place and Colin street / Aurora lane. The selected sites are then interrogated through section on the existing spatial conditions. Within this context model elements are classified by roads/grounds, buildings, train line, Yarra river, and green/open space.
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Open Green Space
Yarra River
Train Line
Buildings
Road/Ground
Classified Point Cloud
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FIGURE 18 RIGHT Model 2 Section 1 Spencer street / Dudley street existing conditions This site is classified into buildings and roads. There are no exiting trees within this section and the road is only car dominant of 4 lanes both ways with pedestrian paths on each side of the street. As a site that could potential have large amount of new development which would result in increase in residents and within this area, there is a really opportunity within this site to transform to promote more active and public transportation use by changing the spatial organisation of the street to less car dominant traffic.
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Buildings
Car lane
55m
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FIGURE 19 RIGHT Model 3 section 2 Harbour Esplanade / La Trobe Street existing conditions This site is classified into buildings, road/path, tram line, existing vegetation and the Yarra river. This site has very good existing mix-modal transportation use. Potential for this site is having to potentially add additional tram lines in the future and reducing the car lanes to single lanes in both directions.
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Yarra River
Existing Tree
Buildings
Tram line Car lane
25m
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FIGURE 20 RIGHT Model 4 section 3 Bourke street / Waterside place existing conditions This site is classified into buildings, road/path and existing vegetation. This site current has a middle island on the road that take up large amount of space with on-street car parks which in the future speculations with less use in cars these areas could be removed and replaced to promote more active and public transportation use.
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Buildings
Car lane
Existing Tree
55m
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FIGURE 21 RIGHT Model 5 section 4 Colin street / Aurora lane existing conditions This site is classified into buildings, road/path, tram line and existing vegetation. The site has a central tram line with a single car lane and cycling lane. Opportunity within this site is the future removal of on-street car parks as car usage is targeted to reduce and to potential widen the existing pedestrian path or cycling lanes. There is also an issue with safety where the parking lane is next to the cycling lane with no buffer and could cause collision issues and when cars are moving across the bicycle lane in order to get in and out of the car park.
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Buildings
Tram line Car lane Existing Tree
35m
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Relevant policies and initiatives There are four key refenced policies and initiatives that are relevant to proposing speculative scenarios of the impact of population growth to transportation infrastructure in the identified problematic site within the City of Melbourne from 2030 onwards. City of Melbourne’s, 2016, BICYCLE PLAN 2016 – 2020 The Figure 22 Mode share targets from City of Melbourne Transport Strategy from the City of Melbourne’s, 2016, BICYCLE PLAN 2016 – 2020 is used to question how the reduction in car use by 20 present and increase in public and active modes of transportation will affect the design of streets and roads of City of Melbourne is used to support the changes made within the projected future scenario in 2070.
Figure 22: ‘BICYCLE PLAN 2016 - 2020: Weekday transportation mode share targets’ (City of Melbourne, 2016a)
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Element 2
Urban Design Guidelines for Victoria: Element 2 Movement network, 2017
Movement network
From this design guidelines objective “2.1.1 c Provide for walking and cycling on all streets” (DELWP, 2017) is pulled out as an opportunity for areas within City of Melbourne that doesn’t currently have dedicated cycling lanes can be introduced with new ones to promote more accessibility and use, and objective “2.1.1 e Establish a level-of-service provision for each mode on each movement network section.” (DELWP, 2017) Is pulled out as opportunity to re-allocating enough space via mode for the anticipated increase in volume of users within a street in the future speculation’s scenarios.
National Association of City Transportation Officials, 2016, Transit Street Design Guide The capacity of a single 10-foot lane (or equivalent width 3m) by mode at peak conditions with normal operations diagram is used to understand and argue by having increases in public and active modes of transport the capacity of the existing car dominant streets and roads can increase dramatically by simply replacing car lanes without needing to widen the fixed streets and roads width.
Figure 23: (NACTO, 2016)
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6 Conclusion / Hypothesis In conclusion of the research and interrogation thus far, City of Melbourne has areas of potential issues in relation to the transportation system, where areas of high employment, high number of new developing dwellings and high pedestrian/cycling movement areas could suffer when the population is expected to double by the next 30 years. Looking further into the future to year 2070 based on the City of Melbourne’s target to reduce car use to 20 percent by 2030 and if this use is projected to continue to decline speculatively to 5 percent private car use in 2070, there will be a dramatic need for the existing transportation infrastructure to change in order to support the mega city. Through the spatial interrogation in the use of point cloud models there are areas of opportunity seen especially which include car lanes in areas of more then 2 lanes and in on-street carparks. These areas could be removed as there will be no need for extra car parks and car lanes if car use is dramatically reduced where by new transportation infrastructure for public or active modes of transportation can be introduced in these areas. This will result in using the same limited width of an existing street and increase the capacity of movement for people via public and active modes of transportation.
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7 Benchmarking and Strategies Benchmarking is used within this project through developing a lineage map whereby the evolution of transportation in Melbourne and links to the original creator or thinkers of each technological innovation and planning is developed. The lineage map comprises of the evolution in transportation modes, projects, institutions, policies and strategies, key thinkers and theory. When the lineage was complete each era of between the years have been identified. This allowed the research to then project the future era of the Pedestrian Centric City that Melbourne will become to the year 2070 and future projections scenarios are added within the lineage. Through this act this project is positioned within the similar projects of this time.
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Beginning of Industrialization
Industrialization Boom
Electric Rail C
THEORY
1894 The theory of transportation by Charles Cooley
1907 Thomas Tait, the chairman of commissioners of the Victorian Railways
KEY THINKERS
Thomas Bent was minister for railways
John Batman
1912 Charles Mertz Swansea and Mumbles Railway in Wales (Worlds first tram service in 1807)
John Pascoe Fawkner Sir Richard Bourke
The first electric passenger train was presented by Werner von Siemens (1879)
Karl von Drais (Developed in 1871)
(Governor NSW)
W. T. Sunderland
Robert Hoddle
(Assistant Surveyor-General)
1885 first practical automobile by Karl Benz
POLICIES AND STRATEGIES
Scottish engineer John Loudon McAdam (Developed in 1820)
1889 Melbourne engineer, Herbert Thomson
Melbourne M Commission
1929 Serious t underground r Melbourne beg
1896 Talks on electrification began Railway Construction Act 1884: The Act, which authorised 66 separate lines: Melbourne's railway system was built to a radial pattern
Melbourne Tramway & Omnibus Company Act 1883
1929 Plan for
1910 The first Motor Regulation Act
1862 Melbourne Railway Co.
Great Britain
INSTITUTIONS
Melbourne & Hobson's Bay Railway Co.
St Kilda & Brighton Railway Co.
1862 Melbourne & Suburban Railway
1880’s government-owned Victorian Railways
1865 Melbourne & Hobson's Bay United
Melbourne Tramway & Omnibus Company (MTOC)
1919 the newly formed Melbourne and Metropolitan Tramways Board (MMTB)
1853 The Central Roads Board
1854 First steam train Flinders street and Sandridge
1865 construction of a cutting under Swanston Street
1856-1861 Train lline from St Kilda station to Brighton
1912. The first electrified line
1894 Use of viaduct between Flinders Street and Spencer Street stations
1862 Train lline reached Windsor via Richmond
1923 - 1995 Melbourne's elect system was gradually extended
1929 City Loop
PROJECTS
Hoddle grid marked out 1885 Melbourne cable tramway system
Explore/Settle/Pastoral
The city’s roads and lanes were originally unsealed
1870’s many of the streets were macadamised
1889 The first electric tram line
1906 Electric tram systems were opened in St Kilda and Essendon
1920’s Several tram lines added
1881 Wood block paving introduced
1920’s Cement-penetratio macadam road constructi in Victoria pioneered
By 1860, 22 main roads radiated from Melbourne,
Ships
One- or two-masted schooners or brigs of 25-100 tons register
1850’s Larger clipper sailing ships and iron-hulled auxiliary steam ships
1838 Melbourne's first steam ferry
TRANSPORTATION MODES
1839 274-ton barque Hope 1839 294-ton barque Thomas
Walking City First 15 years
Mid-1850s Melbourne street scenes presented a lively bustle of pedestrians and handcarts
Horses
Mid-1850s horse-drawn vehicles.
1869 Bicycle: Velocipedes
1880’s Bicycle: High-wheel penny-farthings
1890’s Safety bicycles
1919 First scheduled electric service (Train)
1923 W class tram
1880’s Cable tram
1884-1890 First horse tram 1889 First practical steam car
1911, 2722 motor cars and 2122 motorcycles registered in Victoria
1835
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1850
1929, .15M vehicles in Melbourne
1900
Evolution of Tra
City
Car City
Multi-Modal Transit City
Pedestrian Centric City
2009 Transport for Suburbia Beyond the Automobile Age By Paul Mees 1981 Equilibria on a Congested Transportation Network H. Z. Aashtiani and T. L. Magnanti
2004 The New Transit Town: Best Practices In Transit-Oriented Development, by Hank Dittmar, Gloria Ohland
1977 Evidence of land use impacts of rapid transit systems, Robert L. KnightLisa L. Trygg
2012 Performance indicators for public transit connectivity in multi-modal transportation networks by Sabyasachee Mishra, Timothy F. Welch, Manoj K. Jha,
1973, Alternative Multi-Modal Passenger Transportation Systems, Frye, Frederick F.
2014 INTENSIFYING MELBOURNE, Kim Dovey & Ian Woodcock
National Association of City Transportation Officals (NACTO)
Global Designing Cities Initiative (GDCI)
Toby SJ Bae
Metropolitan Town Planning
Melbourne and Metropolitan Board of Works
State Government of Victoria & Melbourne City Council State Government of Victoria
State Government of Victoria
2013 Urban Street Design Guide (NACTO)
talk about building an railway in gan
1960 Victorian Parliament passed the City of Melbourne Underground Railway Construction Act
2016 Global Street Design Guide
2014 Urban Bikeway Design Guide, Second Edition (NACTO) 2016 Transit Street Design Guide (NACTO) 2013-2017 Road Safety Plan “City of Melbounre”
2013 Access Docklands “City of Melbounre”
r general development
2016-2020 Bicycle Plan “City of Melbourne”
2008 Victorian Transport Plan 1954 Melbourne Metropolitan Planning Scheme. 1968 Planning policies for the metropolitan region 1971 Planning policies for the metropolitan region
1994 Victoria’s capital city policy
2002 Melbourne 2030: Planning
2016 Plan Melbourne Refresh
2017 Urban Design Guidelines for Victoria: Element 2 Movement network 1969 Melbourne Transport Plan
The State of Victoria Department of Environment, Land, Water and Planning
The University of Melbourne RMIT Univversity 1983 Metropolitan Transit Authority
1989 Public Transport Corporation
1997 Met tram 1 & 2
State Government of Victoria
1999 Connex and M>Train managed
1981 Trains began running on the loop
trified d
p conceieved
Opening of Parliament station in 1983
2004 Yarra Trams
2009 Metro Trains Melbourne
2003 Connex
Flagstaff in 1985.
Autonomous Vehicle City...
2017 Plan Melbourne 2017-2050
2014-22 Level Cross Removal Project
2018 Metro tunnel commenced
1971 City Loop commenced
2050-2070 Roads for Autonomous Vehicle... 2007 Winthrop Street, Cambridge
1956 Route mileage for the electric tram system reached an early peak
2014 Bell Street Park Shared Street, Seattle
2012 Dearborn Street, Chicago
2015 Queens Quay Boulevard, Toronto
on ion
2011 Queens Plaza, Queens, New York City
1968-1978 West gate bridge
1972 stainless-steel Japanese Hitachi trains
1975 Z class tram
1989-1999 Western Ring road conceived
1981 Comeng stainless-steel trains
1984 A &B class tram
2002 Connex introduced new Alstom-built Xtrapolis trains
2001 C class tram 2013 E class tram
1951 only 15% of journeys to work in Melbourne were made by car
n
ansportation
2025-2045 Claiming roads for additional high capacity transit (Trams)
2008 East Link
2002 D class tram
1940 Motorists fitted their vehicles with suction gas producers as an alternative fuel source
2020-2025 Claiming roads for bicycles
2011 Londsdale Street, Melbourne by BKK and TCL
1954 Proposed 28 'controlled access' arterial roads
1950’s blue Harris-type train was introduced.
The Ordinary Nature of Transportation
2007 New Road, Brighton, Ghel Architects
1969 $2.6B budget with just $355 million to be spent on public transport & 500km of freeways
2015, 4.57M registered vehicles in Victoria
1950
2000
2019
2070
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Strategies Claiming ground: Claiming road space from Latrobe St/Spencer St to Macaulay Rd/Boundary Rd. Roads are planned and managed by VicRoads in Victoria and Councils Manage smaller local roads. The reasoning behind this selection was due to high future forecast of residential development was located in West Melbourne though the technical interrogation and in North Melbourne there are currently the highest density of dwellings which made a great choice for selecting the site. There were also high employment links to docklands area which had influences in selecting the site.
Figure 24 Claiming ground aerial
Canning
Rd
St
au
ac
M
Kensington
Bounda ry
Macaulay Train Station
y
la
North Melbourne
Rd
Arden St Queensb
erry St
h St
Dryburg
A
B
North Melbourne Train Station
West Melbourne
C obe Latr Tram Route 33/35/86
St
r St
nce
Spe
Melbourne CBD
Southern Cross Train Station
Docklands
N
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Managing Assets Spencer street / Dudley street existing conditions show that cars occupy 77% and pedestrians occupy 23% of street space. This project aims to decrease car occupancy to 40% by the next 30 years to year 2050. This induced method will provide street spaces for alternative modes of transportation increasing diversity in travel mode and increase street capacity within the limited 30m wide street.
Return of Interest Public Transport “The International Association of Public Transport identified some of the benefits of public transport over individual transport modes. It argued that public transport”(Commonwealth of Australia, 2014b, p.11): • costs less to the community “The capacity of a single 10-foot (3m) lane (or equivalent width) by mode at peak conditions with normal operations.” (National Association of City Transportation, n.d)
• needs less urban space • is less energy-intensive • pollutes less • is the safest mode • improves accessibility to jobs • offers mobility for all
Cycling
(National Association of City Transportation, n.d)
(Bicycle Plan 2016-2020) Obesity
1/2 hour a day reduce
High blood pressure High cholesterol Diabetes
Bicycle lanes
Require less infrastructure
Consume 53x less water 55x less air pollution (Then Cars)
Produce 13x less carbon dioxide
Increase retail by 25%
Bikes
Creates less damage to roads
Spencer street / Dudley street
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Figure 25 LEFT Zoom-in to site A&B Figure 26 Below Analyzing how a good cycling street of Queensberry street will be connected to within the proposing line.
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P 3.5m
P
2.4
1.8
.75
3.8
P
5.5
3.8
.75
1.8
2.4
3.5
Figure 27 Below Analyzing Queensberry street Scale 1:250
P 3.6m
2.2
P 1.5
3.1
3.1
3m
3.1
1.5
3.1
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Figure 28 Below Analyzing Dryburgh Street Scale 1:250
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Figure 29 LEFT Site C aerial Figure 30 MIDDLE & Figure 31 Bottom Analyzing Spencer st/ Dudley st Scale 1:250
P 3.5m
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Figure 31 Analyzing Spencer Street Scale 1:250
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Figure 32 Site C Shortterm Strategy 2020-2025 Short term aim is to reduce existing one car lanes on both sides to add a 3m width bicycle lane Pedestrians 23% Cyclists 20% Cars 57%
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Figure 32 Site C Shortterm Strategy
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Figure 33 Site C Long-term Strategy 2025-2040 Long term aim is to further reduce existing cars lanes to four lanes and reduce the proposed cycling lane in order to add a tram line in the central position of a street. This will aim to achieve the reduction of car occupancy by 21% and increase the capacity of transporting people within the same 30m width dimension. Pedestrians 29% Cyclists 30% Cars 21% Trams 21%
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Figure 34 Site C Longterm Strategy
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FIGURE 35 RIGHT Relevant Precedents Projects Two Project were chosen and analysed through a section. The first project Queens Quay Boulevard, 2015, Toronto, Canada, By West 8. This project was influenced by the NACTO design guidelines where two car lanes was removed which create room for a tram lines, cycling line and wide pedestrian footpath. Which was the main take away of the act of reducing or “Claiming Ground� in order to add new infrastructure that will hold twice the capacity of people within the same die mentions as the existing conditions. The second precedent is Weena Light Rail Station, Rotterdam, The Netherlands this street example was used through just the aerial and google earth to understand the spatial arrangement of a multi-modal transportation system. In this site clear separation and paths via mode was a big take away with the use of curbs to separate each mode for safety and efficiency which was used as a strategy within this projects long term strategy.
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Precedent Analysis Sections Analysis of Spatial organization of Streets and Roads
Widened pedestrian path
Bicycle lane lowered to separate form pedestrian paths
Car lanes reduced from 4 to 2 made room for a dedicated tram line
Queens Quay Boulevard, 2015, Toronto, Canada, By West 8
Bus stop
Each mode of transport separated by each segment
Separate bus lane
Weena Light Rail Station, Rotterdam, The Netherlands
Wide roads enable more space for each mode of transport and creates more capacity
Trees planted in a modular suspended pavement system, supporting large tree growth
Single side bicycle lane
Central raised tram line
Wide roads create opportunity for more vegetation and larger trees to be planted
Garden beds used as barriers between cyclists and pedestrians from vehicles
Water
Garden bed
Bus lane
Vehicle lane
Car parking lane
Bicycle lane
Pedestrian path
Legend
Raised pedestrian path to separate cyclists and pedestrians
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REFERENCES
1. ARTE France, 2004, Contacts. 1: The great tradition of photo-report, Issy-les-Moulineaux, France: ARTE France. 2. City of Melbourne 2016a, BICYCLE PLAN 2016 - 2020, City of Melbourne, retrieved 1 April 2019, <https://www.melbourne.vic.gov.au/SiteCollectionDocuments/city-of-melbourne-bicycle-plan-2016-2020.pdf> 3. Dovey K. & Woodcock I. 2014, The University of Melbourne, retrieved 7 April 2019, <https://msd.unimelb.edu.au/__data/assets/pdf_ file/0007/2595616/Intensifying-Melbourne-2014_180dpi.pdf> 4. Infrastructure Victoria, 2016, LEARNING FROM THE PAST: A history of infrastructure planning in Victoria, retrieved 30 April 2019, <http://www. infrastructurevictoria.com.au/wp-content/uploads/2019/04/Learning-fromthe-past.pdf> 5. Kurgan, L., 2013. Close up at a distance: Mapping, technology, and politics. MIT Press. 6. Melbourne. Survey Branch, 1970. City of Melbourne [cartographic material]: block plan / drawn by Survey Branch, City Engineerâ&#x20AC;&#x2122;s Department. Rev. to 1st Sept. 1970. 7. National Association of City Transportation Officials 2016, Transit Street Design Guide, retrieved 2 May 2019, <https://nacto.org/publication/transitstreet-design-guide/introduction/why/designing-move-people/> 8. Nearmap 2019, Maps, Nearmap Pty Ltd, retrieved 30 January 2019, <https://www.nearmap.com.au/> 9. Public Transport Victoria 2012, Network Development Plan â&#x20AC;&#x201C; Metropolitan Rail, State of Victoria, retrieved 2 May 2019, <https://www.ptv.vic.gov. au/assets/default-site/footer/legal-and-policies/growing-our-rail-network2018-2025/24c037b717/PTV_Network-Development-Plan_Metropolitan-Rail_2016update.pdf> Smith, A.E., 1966. Views of the entrance to Flinders Street railway station, Melbourne. 10. The State of Victoria Department of Environment, Land, Water and Planning (DELWP), 2017, Urban Design Guidelines for Victoria: Element 2 Movement network, retrieved 30 April 2019, <http://www.urban-design-guidelines. planning.vic.gov.au/__data/assets/pdf_file/0003/440985/UDGV-02-Movement-Network.PDF>
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REFERENCES (OPEN DATA)
Point Cloud Data 11. City of Melbourne, ‘City of Melbourne 3D Point Cloud 2018’ Accessed on 15 April 2019, <https://data.melbourne.vic.gov.au/Property-Planning/City-of-Melbourne-3D-Point-Cloud-2018/2dqj-9ydd> Dwellings 12. City of Melbourne, 2018, ‘Residential dwellings 2017’ Accessed on 20 April 2019, <https://data.melbourne.vic.gov.au/Property-Planning/Residential-dwellings-2017/rm92-h5tq> 13. City of Melbourne, 2019, ‘Development Activity Model Footprints’ Accessed on 20 April 2019, <https://data.melbourne.vic.gov.au/Property-Planning/Development-Activity-Model-Footprints/def8-4wbt> Employment 14. City of Melbourne, 2018, ‘Blocks for Census of Land Use and Employment (CLUE) with business, employment and floor area counts’ Accessed on 20 April 2019, <https://data.melbourne.vic.gov.au/Economy/Blocks-for-Census-of-LandUse-and-Employment-CLUE-/aia8-ryiq> 15. On street car parks / tram and Train stop Proximity City of Melbourne, 2019, ‘On-street Parking Bays’ Accessed on 20 April 2019, <https://data.melbourne.vic.gov.au/Transport-Movement/On-street-ParkingBays/crvt-b4kt> 16. State Government of Victoria, 2019, ‘Principal Public Transport Network (PPTN) Package’ Accessed on 20 April 2019, < https://discover.data.vic.gov.au/ dataset/principal-public-transport-network-pptn-package> Pedestrian counts 17. City of Melbourne, 2019, ‘Pedestrian Counting System – 2009 to Present (counts per hour)’ Accessed on 20 April 2019, <https://data.melbourne.vic.gov. au/Transport-Movement/On-street-Parking-Bays/crvt-b4kt>
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REFERENCES (OPEN DATA)
Bicycle counts 18. City of Melbourne, 2019, ‘Annual Bike Counts (Super Tuesday)’ Accessed on 20 April 2019, <https://data.melbourne.vic.gov.au/Transport-Movement/ Annual-Bike-Counts-Super-Tuesday-/uyp8-7ii8> 19. City of Melbourne, 2019, ‘Bicycle routes, including informal, on-road and off-road routes’ Accessed on 20 April 2019, <https://data.melbourne.vic.gov. au/Transport-Movement/Bicycle-routes-including-informal-on-road-and-off/24aw-nd3i> Vehicle counts 19. VicRoads, 2019, ‘Traffic Volume’ Accessed on 20 April 2019, < https://vicroadsopendata-vicroadsmaps.opendata.arcgis.com/datasets/traffic-volume> Population counts 20. City of Melbourne, 2019, ‘City of Melbourne Population Forecasts 2016 to 2041 - Age and Gender’ Accessed on 20 April 2019, < https://data.melbourne. vic.gov.au/People-Events/City-of-Melbourne-Population-Forecasts-2016to-204/vtsx-jhki >
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In conclusion of this seminar the use of conceptualisation through specificity and the ordinary open data sources and manipulation techniques of this time has allowed the research to be seen in a new way. This shift in technology and the use within the discourse of landscape architecture opens new lenses and methods to analyse and be able to develop a critic and speculate future projections through identifying trends and patterns gathered through the research process. The development and learning though out this seminar have led to being able to develop strategies to answer the research question of how Melbourneâ&#x20AC;&#x2122;s transportation infrastructure will need to change to meet future demands, whereby flipping the priority into a pedestrian priority city and reduction of private car use will lead to higher capacity infrastructure systems that can be adapt to the future population increases through assisted transit modes.
66 pages, 35 illustrations Published in Melbourne, Australia Master of Landscape Architecture School of Architecture and Urban Design Royal Melbourne Institue of Technology
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