The Ordinary Nature of Aircrafts by Toby Bae

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

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2.

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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.

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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?

R

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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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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

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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.

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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

3.6

Figure 28 Below Analyzing Dryburgh Street Scale 1:250

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Page: Intentionally blank

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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

3.1

3.1

3.1

3.1

1.5

3.1

3.1

2.9

3.5

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%

3.5m

56

3m

3.1

3.1

3.1

3.1

3.1

3m

3.1

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%

4.2m

58

4.5

3.1

3.1

3.1

3.1

4.5

4.2

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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