A Public Transport Plan for Melbourne’s Inner North
Anlan Chen
TABLE OF CONTENTS SECTION 1_ INTRODUCTION 1.1 Background 1.2 Scope & Study Area 1.3 Objectives 1.4 Process SECTION 2_ POLICY CONTEXT & PUBLIC ENGAGEMENT 2.1 Melbourne 2030 – Planning For Sustainable Growth 2.2 Victorian Transport Plan 2.3 Municipal Strategic Statement Of Moreland 2.4 Coburg 2020 Structure Plan 2.5 Structure Plan Of Brunswick 2.6 Public Consultation SECTION 3_ TRANSIT MARKET ANALYSIS 3.1 Land Use and Employment Change 3.2 Analysis of The Existing Market 3.3 Future Market Forecast 3.4 Transportation Demand Management SECTION 4 _ EXISTING SERVICE EVALUATION 4.1 Introduction
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4.2 Performance Evaluation Framework
2
4.2.1 Comprehensiveness & Convenience 4.2.2 Frequency & Reliability 4.2.3 Comfort 4.2.4 Efficiency & Productivity 4.3 Summary of Observation and Recommendations SECTION 5 _ FRAMEWORK FOR NEW SERVICE PROPOSAL 5.1 Objectives
5.2 Improvements of Existing Services 5.3 Conclusions BIBLIOGRAPHY
SECTION 4_EXISTING SERVICE EVALUATION 4.1 Introduction Similar to cities with best transit practices such as Zurich and Vancouver, the Melbourne public transport system primarily consists of three complementary networks: 1) a primary net, the radial rail system which connects the CBD with major suburban centres. Such radial services mainly serve commuters with express speed at 20min interval over long distances. 2) a secondary net, the tram network which populates the CBD and inner suburbs along major activity corridors. Except its configuration in the CBD which follows the Hoddle grid, the remaining part of the network is also radial designed for peak hour traffic relief. Trams tend to serve short and intermediate distance travels, aiming to connect all the major activity centres in each suburb including railway stations. 3) the bus network is designed as feeder and distribution routes to bring passengers to and from the main system lines, covering residential as well as low-density regional areas. In addition, the NightRider buses are created as the transport for late night travels on weekends radially from the CBD to outer suburbs. Nevertheless the SmartBuses, classified as ‘premium buses’ with better frequency, longer operation hours and real-time travel information, is probably the only service designed to counteract the existing radial network providing cross-town and orbital connections. Under such context, the selected study area is highlighted in Figure 1 featuring following transport services: Metropolitan Trains: Craigieburn, Upfield Metropolitan Trams: 1,8,19,55,96 Metropolitan Buses: 503,504,506,508,510,512,513,903 SmartBus NightRider Buses: 954,956 According to HiTrans Best Practice Guide, the transit system within the study area can be classified as ‘network with some high frequency lines or sections’. 1 Generally speaking, the service is good in the region along major activity corridors such as Sydney Road and Pascoe Vale Road, for high frequency trams has right-of-ways on these arteries, and they are complemented by railways close by and a number of transverse bus routes crossing them. Hence transfers along these corridors seem more attractive, but only along the radial direction. Overall the total number of origin-destination combinations that are given a better service is limited. Within the study area, the main activity and commuting corridors within the area are Nicholson St, Lygon St, Sydney Road and Merville Rd, which all lead to the CBD. Whereas Bell St, Moreland Rd, Victoria St and Brunswick Rd are considered as major activity streets. The intersections between activity corridors and activity streets are therefore naturally become activity nodes. In addition, the area between Victoria St and Albert St is planned as the future concentrated urban growth area with pedestrian links. 2 1
2
Nielsen, HiTrans Best Practice Guide No.2; Public Transport: Planning the Networks, pp.85 Moreland City Council 2012, Municipal Strategic Statement , viewed 5/12/2013,
Figure 1. Study Area
4.2 Performance Evaluation Framework Given that PTV only assesses Victoria’s public transport based on four criteria: customer satisfaction index, service punctuality, reliability and total kilometres scheduled, without providing any of the measurement details; while each private operator has its own customer service charter – for the purpose of this report a more comprehensive framework, the Transit Service Guidelines (TSG), has been adopted to
evaluate transport service performances within the study area. 34 The guideline is proposed to evaluate the service quality within Great Vancouver based on six categories: comprehensiveness, frequency, convenience, comfort, reliability and efficiency. 4.2.1 Comprehensiveness & Convenience The comprehensiveness criterion measures service coverage and accessibility. In TSG it is stated that ‘transit service should be within walking distance for most residents and provide convenient access to major destinations’. From Figure 2 it could be easily concluded that except the area between Reynard Street and Moreland Road, the rest of the study area is well-covered with at least one mode of public transport.
Figure 2. Gaps in public transport services in Moreland Source: Moreland City Council, ‘Moreland Integrated Transport Strategy 2010-2019’, at www.moreland.vic.gov.au/, June 2010 [14/12/2013]
However after close examination of all the trains, trams and buses timetables, it is also evident that such comprehensive coverage is not effective ‘from early in the morning to late at night, seven days a week’ – as required in TSG. 5 Nor is it at high frequency over a range of transport modes that the overall network effect can be fully achieved. Comparing to the Vancouver transit network, the quality of service within the study area is less comparable
3. PTV, ‘Public Transport Performance - Six months ending 31 December 2012’, [pdf file], at http://ptv.vic.gov.au/assets/PTV/PTV%20docs/research/Public-Transport-Performance-Report-December-2012.pdf, Dec 2012 [14/12/2013]. 4. Translink, ‘Transit Service Guidelines Technical Report, June 2004’, [pdf], at http://www.translink.ca/, June 2004 [14/12/2013]. 5. Translink, ‘Transit Service Guidelines Technical Report’, pg.5
in terms of convenience, accessibility and safety of travel. Several deficiencies in the existing system may lead to such difference (Table 1): 1.Except No.508 on Saturday (probably due to the fact that it runs along a major activity corridor-Victoria Street), all bus routes normally finish their services before 10pm. This forces late night travellers to either take a tram or train during weekdays, which also stops around 1am; or alternatively taking a SmartBus, which unfortunately not only stops at midnight but also only runs along Bell Street to adjacent town centres. Therefore during weekdays between 10pm to 1am, in order to reach the residential area from the CBD, one has to take tram, train or SmartBus first then walk a rather long distance within the neighbourhood. Not to mention after 1am no public transport will be available. 2.Buses 503, 508, 512 do not operate on Sundays. Therefore residents live near these routes could walk up to approximately 800m in order to get on the nearest bus to travel east/westward. 3.NightRider 954 mainly travels along Mt.Alexander Road and Brunswick Road, whereas NightRider 956 mainly follows Sydney Road. Hence to get on a NightRider during weekends one has to either walk or drive to these streets first, for no other public transport is available. Then it is possible that one still has to walk/drive for quite a distance before reaching a NightRider stop, as there are very few of them.(Table 2)
Figure 3. Timetable of Bus 504, South Morang Line at Clifton Hill Station and Craigieburn Line at Moonee Ponds Station. Moreover, although the studied network could meet the item ‘most of all peak period transit trips to and from CBD should be accommodated with not more than one transfer’ stated in TSG, due to the tram and
train radial configuration. 6 At least two transfers are required for one to travel east/westward from one activity centre to another, provided that it was within normal public transport operation time. In addition, apart from peak hours when the study area has enough transit demand to support daytime service frequencies of 15 minutes or better, timetable coordination between different modes of transit, particularly between bus and rail(except No.504, see Fig.3), is not evidently present. There is no integration of overlapping buses’ timetables either. As it is a good opportunity to create double frequency sections along major corridors. 4.2.2 Frequency & Reliability The frequency criterion is established to measure the competitiveness of public transport against private automobiles in terms of speed of travel. While reliability is the most important indicator in terms of customer satisfaction. For metropolitan buses, PTV defines ‘on time’ as the proportion of services which arrived no more than two minutes early or five minutes late at the scheduled destination. 7 Overall in the Great Melbourne buses tend to have better punctuality then trams and trains.8 However due to the privatisation of bus routes to different operators, information regarding reliability of each route is inaccessible. Nevertheless complaints about bus delay within the study area are often covered in the media. While private operators also often announce delays on their social media pages. Table 1. Bus Frequency & Operation Hours Within Study Area Route No. 503 504 506 508 510 512 513 903 SmartBus 954 NightRider 956 NightRider
Operator Moonee Valley Bus Lines Dysons Moonee Valley Bus Lines Dysons Moreland Bus Lines Moreland Bus Lines Dysons Transdev
Frequency (min) Mon-Fri Sat
Peak
Off-peak
15-20
25 30
Operation Hours (hr) Sun
Mon-Fri
Sat
Sun
25-40
-
6:00-19:00
7:00-19:00
-
40
40
6:30-21:40
6:30-21:30
7:30-22:00
10-15
20-40
20-25
-
6:00-21:00
6:30-18:30
8:20-20:40
15-20
20-30
30-40
40-60
6:30-20:30
6:30-23:30
-
10-20
25-50
30-40
40
6:00-21:30
7:00-21:20
8:40-21:25
20-25
20-40
20-40
-
7:15-19:15
8:00-12:35
-
25-30
30-35
80
80
6:00-20:50
7:00-21:50
7:50-20:00
15
30
15-30
25-30
5:00-0:00
6:00-0:00
7:00-21:00
1:30-4:30
1:30-5:30
NightRider - Dysons
-
30
30
-
NightRider - Dysons
-
30
30
-
1:20-4:20
6. Translink, ‘Transit Service Guidelines Technical Report’, pg.5-6. 7. PTV, ‘Track Record’, at http://ptv.vic.gov.au/about-ptv/ptv-data-and-reports/track-record-2/, September 2013[15/12/2013] 8. PTV, ‘Track Record: Victorian transport services quarterly performance bulletin Issue 56, services July to September 2013’, [15/12/2013]
Overall the frequencies are much longer than the standards set by best practices like Zurich, which is less than 10min during off-peak hours for buses and trams, and less than 20min for metro. 9 The only rapid bus service – SmartBus, as aforementioned, is difficult to reach if one does not live close to Bell Street. Comparing to rapid bus services in other countries such as B-Line, the headways of SmartBus is still not up to the standard, but comparatively better than other bus lines in the area. With waiting time ranging from 10min to 80min plus walking time to the nearest stop or station, it is unarguably much faster commuting to the city by car than taking public transport, for the study area is on average not more than 30min drive from the CBD - at least during off-peak hours. Therefore the overall network effect is yet to be achieved if the bus frequencies cannot keep up with other transit modes. The low frequency of Route 504 may be partly explained by its coordination with railway timetables and relatively high transfer percentage(Figure 3 & Table 2). It is possible that in order to meet the South Morang and Craigieburn Schedule, which are at the interval of 5min and 18min during weekdays, the 504 can only have a headway of 30min to ensure smooth transfer. Furthermore, running along Brunswick Road, No.504 overlaps and crosses a number of public transport lines. The result is that if one wants to travel to the city, he/she could easily walk to any of the tram stops located on Brunswick Rd, or alternatively take Bus 505,250,251,253. On the other hand, if one wants to travel transversely from the Moonee Ponds Station to the Clifton Hill Station, there is also Bus No.506 which has a shorter and more direct route. Therefore both its timetable and line structure still have room for further adjustment. From Table 1 it can be seen that bus routes in the northern part of the study area is generally less frequent then bus routes in the south. This corresponds with ABS’s 2011 survey (Figure 6&7) in that residents in the north tend to use less public transport but more private automobiles to work. In addition, in TSG the minimal bus stop spacing set to ensure service reliability is 250m, while the minimal spacing for rapid bus stops is 500mm. 10 By this standard Bus 503, 508 and SmartBus 903 stops are all too closely positioned, indicating that the design of these lines can be further simplified. 4.2.3 Comfort Apart from infrastructure and vehicle design, one important indicator for customer comfort level is maximum loading especially during peak hours. Similar to punctuality, no statistics is provided by individual operators regarding the loading condition of buses. Even though hardly any bus overloading has been covered in the media. Therefore presumably there is barely any crowding issues on metropolitan buses. Nevertheless according to Metropolitan Train & Tram Peak Passenger Loads released by PTV, half of the services along the Craigieburn Line were reported to have number of passengers over loading benchmark during both morning and afternoon peak hours (Fig.4). 11 Whereas the Upfield Line has hardly ever subject to overcrowding. Tram No.1, 8 and 55 have also constantly been reported to exceed load standard over 20% during peak hours. While No.96 and 19 seldom breaches the standard by less than 10% (Fig.5). 12 This has indicated the uneven distribution of passengers among trams, trains and buses, and the unsatisfactory supply and planning of public transport for daily commuters. 4.2.4 Efficiency & Productivity 9. J Pucher & S Kurth, ‘Verkehrsverbund: the success of regional public transport in Germany, Austria and Switzerland’, Transport Policy, Vol.2.No.4(1996), pp.283 10 Translink, ‘Transit Service Guidelines Technical Report’, pg.7. 11. PTV, ‘Metropolitan Train Peak Passenger Loads’, at http://ptv.vic.gov.au/assets/PTV/PTV%20docs/Loads/Train-Loads-Survey-May-2013Sept.pdf, May 2013[15/12/2013] 12. PTV, ‘Yarra Trams Load Standards Survey Report, May 2013’, at http://ptv.vic.gov.au/assets/August-files-and-images/PTV-Yarra-TramsLoad-Survey-May-2013.pdf, May 2013[15/12/2013]
Efficiency means the optimal balance between transportation demand and supply, cost and revenue, in order to ensure the most effective service is delivered within the available budget. According to TSG, the most important indicator for environmental and economical efficiency is minimum occupancy. Whereas the major indicator for productiveness is boarding per hour of service. However due to the limitation of
Figure 4. Number of Craigieburn & Upfield peak services over and below the benchmark line
Figure 5. Comparison of routes and directions with rolling hour average loads above and within 10% desired standards, May 2012 and 2013
Figure 6. City of Moreland, People who travelled to work by car.
Figure 7. City of Moreland, People who travelled to work by public transport. Source: Australian Bureau of Statistics, Census of Population and Housing, 2011 (Enumerated data). Compiled and presented in atlas.id by .id.
this report both data could not be retrieved. Instead Table 2 lists the service-km, distribution of stops and transfer opportunities of the bus network within the study area. Together with Table 1, it can be concluded that general services on weekends are either slow or nonexistent. Judging solely by the number of services, it seems that No.506, 510 and SmartBus 903 have the best productivity among all routes, on the assumption that all services have at least 50% boardings. Whereas the rest could be further improved in terms of frequency. No. 504,506,513 and SmartBus have the most connections with other modes of transfer. This may due to the fact that these routes are all located along major activity streets, whereas the rest are operated within residential areas.
Table 2. Efficiency & Productivity Of Buses Within Study Area
Route No.
Route Length (one way, approx within study area)(km)
No. of Services in each direction Mon-Fri
Sat
Sun
Service-km per day Mon-Fri
Sat
Sun
Stops (within calculated length)
Average stop spacing(m)
No. of Interchanges
*Transfer Percentage
7.4 36 24 532.8 355.2 32 231.6 6 18% 503 9.3 32 23 22 595.2 427.8 409.2 31 300.6 11 32% 504 8.5 53 30 910 510 33 258.8 11 33% 506 6.0 51 30 21 612 360 252 25 238.0 6 24% 508 7.4 46 26 21 680.8 384.8 310.8 27 272.2 7 25% 510 8.4 34 7 571.2 117.6 31 271.6 4 12% 512 3.8 61 26 24 463.6 197.6 182.4 11 344.5 4 36% 513* 903 Smart4.5 95 65 36 855 585 324 12 377.5 4 33% Bus 954 Night4.2 5 7 42 58.8 3 1400 Rider 956 Night2.6 5 7 26 36.4 6 433.3 Rider *No.513 has two buses operates simultaneously from Finlayson St to Eltham Railway Station, one through Greensborough and the other through Lower Plenty. For the purpose of this report they are counted as two services. *For this report public holidays are not being studied. *Transfer percentage = number of interchanges/total stops.
SECTION 5 _ FRAMEWORK FOR NEW SERVICE PROPOSAL
5.1 Objective The key objectives used in determining how service should be allocated and where new routes should be created is based on TransLink’s Transit Service Guidelines and includes the following: 1. Route Network Structure Objective In general, the overall objective of the proposed network is to have an improved transit network that supports future land use and development of the study area, improving accessibility, connectivity and meeting the mobility needs of the area. 2. Productivity & Efficiency Objective Through reallocation of resources to make sure that no bus supply exceeds the local demand and all transportation demand is adequately met within given budget. 3. Service Coverage & Quality Objective To expand transit coverage to the entire study area, particularly to the residential and employment districts, from early morning to late night seven days a week with consistent but higher frequencies. To have the proposed network service level meet the mobility needs of the population, especially for those who are transportation disadvantaged and transit dependent. To improve upon the current east-west bound network. 4. Occupancy Objective To have occupancy level of trams and trains under their loading benchmark during peak hours; while to increase the patronage level of all transit modes during off-peak hours. 5. Reliability Objective To have a more legible and better-coordinated timetable for all transit modes. To reduce current travel time on public transport through stops and services redesign, while improving the punctuality of all transit modes under normal operating conditions. 6. Transportation Network Role Objective To ensure that public transportation provides an attractive and competitive alternative to the private automobile in the study area.
5.2 Improvements to Existing Services Based on the objectives listed above and network structure design guidelines stated in HiTrans Best Practice Guide and Best Practice in New Zealand Cities, the following improvements are proposed to create a simpler and more integrated network of high frequency services in the study area. 5.2.1 Concentration of Resources ď Ź
Minimising the number of deviations
Deviations of routes found in the study area generally does not increase the area of catchment, but rather slow down the speed and efficiency of buses. Packed together with frequency increases, small loops at
the end of Bus Route 503, 506, 510 and 512, and in the middle of Route 512 should be removed while not compromising their existing connections with railway stations. The savings could be reinvested on improvements in facilities and technology that makes the system more efficient and attractive for users.
Simplification of lines
Simple routes not only can be easily understood but also allows for higher operating speed, less disturbance from delay. The existing overlapping sections between Buses No.503 and 510 on Pascoe Vale Rd and Fletcher St do not create double efficiency. Therefore they should be disentangled to form much simpler line structure while occupying the same amount of catchment area. Their connections with the Essendon Station remain unchanged, leaving only Tram.59 operates on Fletcher St still connecting both bus routes. Bus.503 still passes by Kangan Batman TAFE. Likewise following the principle of ‘one section-one line’ as stated in HiTrans, Route.504, 250 and 251 have been re-designed so that the two lines will not overlap with each other, but are designed with higher frequencies. The two lines still meet at the Clifton Hill Station. However after adjustment if there is an operational disturbance on one route, it will not be propagated to the other routes. It is also much easier for the buses to assist each other during through bypassing one or two stops.
Optimising stop spacing
Apart from all the interchange stops, increasing the stop spacing of Route.503 and 508 to over 250m via combining some of the closely-positioned stops.
Replacing tailor-made services with consistent full-frequency network
As stated in HiTrans the role of public transport should be ‘to provide access to all parts of the city region for all those who cannot or prefer not to use their own motorised transport, at the time of their own choice.’ The tailer-made NightRider, being the only transportation over midnight, has few stops, longer routes and only occupies major streets. Therefore it would be better to have a 24 hour schedule for local buses and trams (due to low boarding numbers trains are not included for night time operation) in place of all the NightRider services within the study area. NightRider 956 and NightRider 954 along Mt. Alexander Rd should be fully removed as they overlap with a number of routes. NightRider 954 along Pascoe Vale Rd should be replaced with a stable 24 hr bus service that ends at its interchange with Tram 59.The new bus route will therefore facilitate the existing poor public transport use in the northwest region, as indicated by Figure 6&7. 5.2.2 Dealing with Peak Period Capacity Demand
Doubling frequency of the bus network
Instead of creating new north-south bound bus routes that facilitate daily commutation, a more effective way to relieve peak hour traffic is to increase the metabolism of the existing network. To have a real network effect, west-east bound buses No. 513,512,510,503,508,506 and 504 should be speed up to less than
10min headway apart during peak hour, and having a consistent 20mim-interval timetable for the rest of the day, 24 hours a day 7 days a week. As currently trains and trams within the study area has already been operating at high frequencies during peak hours. Timetable coordination ideally will not be necessary among different modes of transport.
Additional services along commuting corridors
If possible, additional services should be added to the schedules of Tram 55, 1 and 8 to relieve the overloading conditions along these corridors during peak hours. Under such circumstances intervals can be reduced to less than 5 min. However for best use of resources the increase in tram frequency should be implemented at the same time as increase in bus frequency, public transport priority corridors etc.
Introducing vehicles with larger capacity
Upgrade trams No.1,8 and 55 to vehicles with larger loading capacity could greatly ease the crowding issue stated in Section 4. The E-Class Tram currently tested on Route 96 has loading capacity up to 210 people. If proved to be successful it is expected that such tram will be adopted across Melbourne in 10 years 13. Vice versa if a bus route continuously have average occupancy below 50%, then it could be switched to vehicles like minibus with lower capacity.
Traffic priority for public transport around activity centres
Designated bus lanes, traffic signal priority are all methods that can be used to ensure the speed and reliability of public transport. As trams already took the medium right-of-way along major activity corridors, the next step will be to equip these corridors with bus lanes and traffic signals with bus priorities so that the quality of bus services can be improved, meanwhile the use of cars will be discouraged. Relevant traffic regulations should also be updated to promote public transport usage. Future urban and transport planning should also regard Meville Rd, Sydney Rd, Lygon St and Nicholson St as public transport priority corridors. 5.2.3 Increasing network coverage
Re-adjustment of routes
To cover the catchment gap between Munron St and Reynard St, Route 512 has been redesigned to follow Reynard St instead of Munro St forming a shorter direct line with better coverage.
Automobile and bicycle parking at railway stations
Discounted or free parking areas adjacent to railways stations have been seen to stimulate the use of bikeand-rail and park-and-ride. Designated parking at all railway stations in the study area can multiply the catchment area of train lines. However this also requires the incorporation of bike lanes at most train stations. 5.2.4 Upgrading existing technologies and infrastructure
Creating interchanges at railway stations
Develop transport interchanges adjacent to the all railway stations that will integrate trains, trams, buses, taxis, pedestrians and cyclists. These interchanges should be equipped with real-time information or timetables of all transit modes. During off-peak hours pulse timetables should also be designed for easy trans13
PTV, ‘New E-class trams’, http://ptv.vic.gov.au/projects/trams/new-e-class-trams/[15/12/2013]
fer between buses and trains. The interchanges should provide customers with at least one single map that denotes all transit lines and locations of transfer. Together with bicycle and car park , they should be wheel-chair, pedestrian and cycling friendly. ď Ź
Better infrastructure and information provision at bus and tram stops
The existing infrastructure and information provision at bus and trams stops in the study area is poorly graded in comparison to trains. To improve the quality of public transport experience, all bus and trams stops should be protected from weather with legible timetables and maps. For further convenience all the routes and transfer points should be indicated in one map. While if timetables among different modes are integrated well enough, one timetable should also be enough to provide information regarding all transit. If budget permits, then real-time information boards should also be installed on all bus and tram stops, so that customers could instantly change their transport choices according to traffic conditions.
5.3 Conclusions Based on given statistics and data available, it can be concluded that the selected study area has a fair coverage of public transportation, with trains and trams travel north-southward and buses running east-west bound through the residential area. However, to truly enjoy the effect of ‘a public transport network’, the line structure needs to be further adjusted and simplified, the existing amenities needs to be upgraded, and most importantly, the frequencies of all transportation modes needs to be greatly increased to provide convenient and high-quality transfers for all current and potential customers.
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Bibliography Gustav Nielsen, HiTrans Best Practice Guide No.2; Public Transport: Planning the Networks, HiTrans, Norway.
J Pucher & S Kurth, ‘Verkehrsverbund: the success of regional public transport in Germany, Austria and Switzerland’, Transport Policy, Vol.2.No.4(1996), pp.279-291. ‘Moreland City Council’, www.moreland.vic.gov.au/, June 2010 [14/12/2013] P Mees, J Stone, M Imran & G Neilson 2010, Public Transport Network Planning: a guide to best practice in New Zealand cities, New Zealand Transport Agency, Wellington. ‘Public Transport Victoria’, http://ptv.vic.gov.au/assets/PTV/PTV%20docs/research/Public-TransportPerformance-Report-December-2012.pdf, Dec 2012 [14/12/2013]. ‘Public Transport Victoria’, http://ptv.vic.gov.au/about-ptv/ptv-data-and-reports/track-record-2/, September 2013[15/12/2013] ‘Public Transport Victoria’, http://ptv.vic.gov.au/projects/trams/new-e-class-trams/[15/12/2013] ‘Translink’, http://www.translink.ca/, June 2004 [14/12/2013].’ .id, Community Profile, ABS data vests, viewed 4/12/2013, http://profile.id.com.au/ [15/12/2013]
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