Project Tramways Stuart Steinfort S3137921
This thesis is in dedication to my mother, Sue.
Acknowledgments Firstly I must thank Dr. Scott Mayson for his continual and unwavering support for not only myself, but our entire class. It is an honour to work with such a thorough and professional mentor. For the entire time in the course, the Industrial design staff have been nothing but supportive. I would particularly like to highlight the efforts of the workshop staff for their continual help during difficult projects. This is especially relevant to Paul Pyle and Paul Angus; it has been an honour to learn for both such knowledgeable individuals. Special mention must be made to John St Clair, of R & E Panelmasters, who could not of been more helpful during a during a difficult point in this project. Finally, to my friends and family, thank you for your help and support during times of stress and anxiety.
Preface ‘Project Tramways’ focuses on envisioning how society will develop and adjust to the affects of climate change and global population growth. Melbourne could feasibly become a car free environment, enabling society to rethink how existing infrastructure can be tailored to suite societies needs. Melbourne has invested significant infrastructure in tramways over the past century. This existing infrastructure creates a basis for future needs to be met through previously unthought of adaptations in use. The central business district of Melbourne has a myriad of businesses, all of which consume in order to produce. Melbourne’s extensive tramway infrastructure offers the opportunity not only to serve the need of the public through travel, but also in the distribution of freight. This project has developed a freight transportation system that offers the ability to contribute to the needs of a growing community without compromising passenger transportation. Module units are towed in and out of the CBD by commuter tram travel, which are disconnected and unloaded on arrival that the specified location. From the user’s perspective, ‘Project Tramways’ has directed a significant amount of emphasis in understanding tram travel in a personal sense. This has allowed an understanding to be gained of users perceptions of tram travel, and how they subsequently perceive and interact during the entire tram journey. This has briefed a tram design which responds to these insights in an effort to create a relevant solution for future generations.
Project Tramways Design Thesis: Inclusive Design Stuart Steinfort S3137921
Pre Major
1.5
1.0
Introduction
1.1
Inclusive Design in Project Tramways
1.2
Automobile ownership and applicable issues 3.1 3.2 3.3 3.4 3.5 3.6 3.7
1.3
6.1 6.2 6.3 6.4 1.6
1.7
Transport Planning in Melbourne Tram application in Victoria Living with the motor car: Melbourne context Recent developments Governmental policy Conclusion
International City Development 5.1 5.2 5.3
International city planning Relevant tram infrastructure planning Conclusion
Notions of tramways in society Tramways and social structure Tramways and social interaction Tramways and city atmospheres Conclusion
Approach 8.1 8.2 8.3 8.4
1.8
Past freight transportation revolutions Freight transport today Sustainable freight vehicles Conclusion
Social Tram Perspectives 7.1 7.2 7.3 7.4 7.5
Historical Background of Melbourne Tram Use 4.1 4.2 4.3 4.4 4.5 4.6
1.4
Introduction The automobile and the environment The freedom of the automobile Messages of freedom The automobile role in city planning The automobile as its own worst enemy Conclusion
Freight Transportation
Participatory Action Research technique Ethnography Camera Journal Conclusion
Design Refinement and Processes 9.1 9.2 9.3 9.4 9.5 9.6 9.7 9.8
Initial Explorations 3D Participatory Research Toolkit Version 1 3D Participatory Research Toolkit Version 2 3D Participatory Research Toolkit Version 3 Survey Results Camera Journals Observational research Sketches
1.9
Conclusion of Pre Major
1.10
Pre Major Bibliography
2.4
2.4.1 2.4.2 2.4.3 2.4.4 2.4.5
Major 1.0
Introduction
2..1
Participatory Action Research Toolkit 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5 2.1.6
2.2
2.5
2.6
Observational research Idea generation Reflection
System Exploration 2.3.1 2.3.2 2.3.3 2.3.4
Current systems. Observational research. Themes raised Concept development
Introduction Response to PAR Themes ‘Pancake’ Electronic Motors Hydraulic Motors Proposed Platform layout
Concept design 2.5.1 2.5.2 2.5.3 2.5.4
Introduction. Layout Design Exterior Styling Interior
CAD development 2.6.1 2.6.2 2.6.3 2.6.3
Freight Exploration 2.2.1 2.2.2 2.2.3
2.3
Introduction Application of toolkit Results of the research Themes generated from the research. Response to the feedback. Reflection
Technology Exploration
Iteration 1 Iteration 2 Iteration 3 Iteration 4
2.7
Exterior CAD and Prototyping Developments
2.8
Final Artefact Production
2.9
Reflection on ‘Project Tramways’
2.10
Major Bibliography
2.11
Appendices
Pre Major
1.0 Introduction Society as a whole cannot continue to assume that private automobile ownership and its subsequent usage can be sustained with the predicament of climate change and substantial global population growth. Melbourne could feasibly become a car free environment, enabling society to rethink how existing infrastructure can be tailored to suite societies needs. This project will critically examine tram transportation, through Inclusive Design, in order to uncover developing themes of use and contextualise future user needs. The project will use a combination of formal and user group based research in order to find and examine these trends. This will ultimately result in a tram proposal that seeks to address the themes raised if Melbourne were to become a car-free environment.
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1.1 Inclusive Design in Project Tramways Inclusive Design, defined by Ostroff (2001, p.1.3) as “an enduring design approach that assumes that the range of human ability is ordinary, not special.” This is a form of design for all people (Ostroff, 2001), it moves beyond designing for disability. It is applicable throughout society in order to understand and address present inequalities.
makes sense in terms of equality for all, it also broadens the scope of a product’s marketplace. Inclusive design allows the broader interests of the community to be brought together to form equable design. The project will look to ethnography and participatory research to investigate current perceptions of what tram travel is and how it could be in a future context. In doing so, the research techniques will develop themes, through inclusive design, to base the design development process from. This will ensure that the design response is not only equable for all, but understands individual’s preferred modes of travel.
Pyramid of Design The particular concept of Inclusive Design that has relevance to this project is the pyramid of needs. Traditionally, the aged and disabled have been viewed within a product sense as incompetent, in decline or without hope (Clarkson, 2003). The resultant products were born from a medical perspective; a mindset which in turn stigmatises the sector of the population rather than enhance their quality of life. The pyramid offers, as Clarkson explains (2003, p.16), a viable solution in that it targets “the broad mass of the population in terms of cost and appearance, while accommodating those with more restricted capabilities in terms of performance and functionality.” This form of transgenerational design seeks the majority to be considered in order to address the minority. An example within a public transport context is mothers’ and their prams; a solution which caters for the majority (the mother’s) can also addresses the minority such as the wheel chair bound elderly. Transgenerational Design Transgenerational design consequently argues that traditional product design does not consider the aged population which in turn has created products which alienate this considerably sized sector (Clarkson, 2003). In response, transgenerational design seeks to design products which cater for a wide range society. Resultantly this design methodology considers individual’s across society who have “vastly differing needs and abilities” (Clarkson, 2003). This technique looks to embrace all age groups through the design process in order to create a product that is applicable to all. This technique not only
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1.2 Automobile ownership and applicable issues 1.2.1 Introduction
1.2.3 The freedom of the automobile
The automobile, from its inception, has been frequently described as the bringer of freedom, economic and social progress and independence (Whitelegg, 1999). The automobile has evolved to meet society’s changing lifestyle. This has reached an extent in which it has shaped our lives negatively in a physical and personal sense. An exploration into these issues and associated problems will give context to my project in that Melbourne could become a car free city. This would enable existing transport infrastructure to be tailored to meet society’s needs, creating a sustainable city for future generations.
The automobile has provided the majority of society with a mode of mobility that is considerably effect on social dynamics. David Bannister (2005, p.8) argues that the “power and the addiction to the car has often been underestimated.” This power can be manifested in different manners within social dynamics. Bannister (2005, p6) explores this, contenting that the car offers the individual the ability to ‘escape’ from the “real environment by allowing them to have their own flexibility and freedom.” This freedom has been successfully advertised through selling the dream of individuality and convenience.
1.2.2 The automobile and the environment
This individuality has been carefully shaped through extensive advertising detailing the virtues of the automobile. As Bannister (2005, p.6) explains the automobile in its present form offers “the ability to do what you want (within reason).” This freedom is quite powerful in that the automobile can increase individual levels of mobility that in many ways subordinate competing methods of transportation as well as shaping the manner to which society lives in terms of work, family life etc (Bannister, 2005). On a personal level, individuality in terms of automobile ownership can be seen as a form of status within society. As Bannister (2005, p.6) explains “it (the automobile) is the dominant culture that maintains major discourses on the quality of life from its use in films, on the news, and at the centre of much advertising.” This suggests that the automobile has developed an emotion level of meaning within society, going beyond an economic means of convenience to a point of being humanized (Bannister 2005).
As Michael Grubb describes (1999, p.5) “The IPCC produced its first report in 1990… with its key conclusion that rising concentrations of carbon dioxide and other greenhouse gases in the atmosphere were caused by human activities and would cause global temperatures to rise, with accompanying climatic changes.” The importance of personal transport becomes relevant to climate change when one considers emissions from transportation. As Bannister (1996, p.2) explains “…the [automobile] sector is responsible for over 25 per cent of the world primary energy use and 22 per cent of carbon dioxide emissions from fossil fuel use.” This large percentage of emissions results in the need to re-evaluate transportation for society. These statistics would presumably effect societies view towards fossil fuel transportation, yet automobile ownership has, according to Bannister (2005, p.11) increased in a global sense “over 31 per cent in the number of vehicles owned (1984-1994), and it is likely that in the next 25 years (to 2020) that number will increase by a further 50 per cent (OECD, 1995).” This dramatic rise in ownership is in contrast to the emissions generated from their use, yet the growth continues. Society therefore must be prioritising the present ease that private automobile ownership affords whilst delaying action on climate change.
*The IPCC is the Intergovernmental Panel on Climate change, which when established in 1988 was authorised to provide an assessment of the current knowledge of climate change at the time.
In terms of convenience, the automobile offers a freedom which cannot be matched by current competitors. This notion of convenience is described by Whitelegg (1997, p.17) “…the car can liberate the self-imposed soul from its perceived boredom in a limited geographical area.” In direct comparison, other public transport services can offer this freedom of travel, but with the constriction of timetables and routes. This subsequently means the car can be spontaneous and free from apparent constrictions that plague public trans-
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p.6) in the manner to which the transport, specifically the automobile has shaped city planning. “…(the) car (has) both socially and spatially divisive as it allows cities to spread with consequences that all people have to travel much longer distances than before, with space becoming something that you want to pass through rather than stop in.” This idea resonates to a greater extent when one considers the percentage of society who do not have access to an automobile; this new fragmented city becomes somewhat hostile in that some areas are difficult to travel to. Even reluctant users are forced to use their car in this environment, exacerbating the problem of pollution and congestion.
portation.
1.2.4 Messages of freedom The above mentioned psychological aspects of the automobile have been carefully cultivated by advertising companies which in many ways are detrimental to society. As Whitelegg (1997, p.36) explains “people believe cars offer freedom, power, sexual fantasy and reinforcement of personal esteem and ego. The fact that most of this applies to men and not women has not gone unnoticed in the advertising world and the arcane world of motoring magazines… a motoring correspondent in Top Gear…referred to a new car model he was testing capable of ‘snapping knickers elastic at 50 paces’.” Aside from the rampant sexualisation and subsequent fantasies of women within modern culture, this advertising ploy strikes at a primeval level of being where the car is advertised as fulfilling societies (specifically men’s) needs. The issue here is that if automobiles are being advertised in such an emotive manner how can other forms of transport compete? As Whitelegg (1997, p.37) further discusses “going by bike, walking or catching the bus are not likely to conjure up anywhere near a powerful a cocktail…it is for these reasons that inducements to leave the car at home or use an alternative mode of transport need to be equally powerful.” This is especially hard in a society that is heavily motorised such as Australia, where as Whitelegg explains (1997, p.38) “walking is seen as a deviant activity, cycling is dangerous and fume sodden, and public transport spare to nonexistent.” Advertising has successfully created a class gap between the automobile and other transport systems (Bannister, 2005), allowing for other forms of transportation to become psychologically and socially backcast.
Indeed the flexibility from the automobile as mentioned above, has direct physical implications to housing distribution. As Paul Mees (2000, p.37) discuss, “suburbanisation of both the population and activities has been attributed to the flexibility of the car, which enables both residents and activities to spread at low densities in all directions.” The active use of the automobile creates suburbanisation and in turn creates further automobile use (Mees, 2005). This is an example of an advertised attribute of the automobile physically affecting not only our lifestyle but also the layout of our cities.
1.2.6 The automobile as its own worst enemy The automobile rampant prominence within society suggests it may be responsible for its decline. The automobile has been embedded in society and whether this culture will move onto developing a world of disastrous consequences (Bannister, 2005). As Bannister explains (2005, p.6) “the car may however become a victim of its own success as the means to accommodate it will never expand as fast as ownership levels, so it will become less attractive to use it as congestion increases.” This success story is explained in the ability of the car to morph and transform itself to meet the changing demands of society. As Bannister cities (2005, p.7) “In the early days, car drivers inhabited the roads with the pioneering spirit of freedom and the image of the road….this changed to inhabiting the car, where the car drivers
1.2.5 The automobiles role in city planning The exponential rise of the car and its subsequent effect on culture raises the question as to whether technology shapes society or society shapes technology. This has been described by Bannister (2005, 4
were ‘safe’ in the metal boxes with complete privacy…the last stage is inhabiting the intelligent car, where some of the routine tasks are allocated to the vehicles rather than the driver.” Thus the car itself is a developed being; it continually updates itself to meet the needs of a changing society. Public transport has not met this transformation, indeed the car culture cannot be underestimated since it does not simply follow the economic world. Single policy strategies are, according to Bannister (2005, p.15) “…limited in their scope,” whereas a package of strategies must be developed in order to communicate to the automobile world the importance of a sustainable society.
1.2.7 Conclusion In response to the research into the automobile, it has become evident that the automobile has effects which have negatively shaped society in a physical and emotional sense. With the predicament of climate change and rapid population growth, it is clear that society as a whole cannot continue to assume that private automobile ownership and its subsequent usage can be sustained. Therefore in a future context, other means of transportation need to be explored in order to meet societies needs whilst address congestion and pollution. Tram transportation offers potential not only in its current mass commuter setup, but also in how Melbourne’s extensive infrastructure investment can be utilized in a future context.
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1.3
Historical Background
1.3.1 Transport planning in Melbourne
travel does not support concentrated flows of commuters required to make public transport sustainable (Mees, 2003).
Melbourne has an extensive system of light and heavy rail which suffers from mistreatment and misuse (Mees, 2003). Within government, the common policy explanation stems from the concept that post war development in Melbourne which created a city of low density. Mees states (2003, p. 114) “the real cause is government transport policies that reduce the attractiveness of public transport while expanding road capacity.”
This concept is flawed in that Melbourne transport planners have not found equality between public transport and road funding. Mees, (2003, p.120) states “their long established approach of discouraging public transport use through declining service quality and expanding the road network…paradoxically claiming that they have no choice but to do so because Melbourne’s urban for, is so car-orientated.” This convenient excuse to appease car interests perpetuate rather than address the real problem within transport planning; the negation of seriously considering other modes of mobility other than the car (Mees, 1994).
The argument that decentralised cities in nature are not suited to effective public transport is nothing new. This idea can be traced to a Chicago Area Transportation Study, which explains:
1.3.2 Tram Applications in Victoria
“The conditions of land use and density… are the major determinants of the travel market. If the demand is constrained by these factors, it is unlikely that changes in supply will have any great impact on the number of users.” (CATS, 1960).
Public transport in Melbourne was initially served by horse buses and steam railways in the 1860s (Keenan, 1985). Horse tramways were initially proposed for inner city transportation, but as Keenan (1985, p.5) explains “it was the successful development of cable trams in San Francisco. U.S.A., which saw this form of propulsion chosen for Melbourne’s tramway system.” The operation of this system was through a private public relationship whereby the Trust of Municipal Councils provided the track and engine houses and the private company supplied the cars and a housing shed whilst operating the system. The system was first opened in 1885 (Keenan, 1985), which later grew to sixteen by 1891. Maximum capacity reached 1200 dummies over 74 kilometres in 1923 (Keenan, 1985).
In an Australian context, this idea can be illustrated in planning. Underwood comments that (1990, p. 15) “current land use trends in Australian cities are towards continued low density development that cannot be effectively or economically served by public transport.” Underwood suggests alternatives such as flexible car sharing programs and shared taxis. This echoes the common theme within recent Melbourne planning policy in the sustainment of low density cityscapes that are mobile through car-like transportation modes (Mees, 2003). Public transport within this idea offers a supporting role, dealing with niche areas such as school children (Mees, 2003).
Electrification of tram lines was initially created in the Eastern suburb of Box Hill between 1889 and 1896 (Keenan, 1985). This acted as a public transport link to the local train station; this though was short lived due to planning matters. The electric tram movement became significant with the formation of an interim board to oversee all operations, which later became the Melbourne and Metropolitan Tramways Board in 1919 (Mees, 2000). With the expiration of the
The concept of the dispersed city can be further reinforced when considering the movement of employment. Hall (1990, p.90) describes this as “traditional pattern of movement – radically inward during the morning peak, outward during the late afternoon – has increasingly been overlain by other movements, both reverse commuting and criss-cross commuting.” Consequently the idea of dispersed
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cable tramway company’s lease in 1922, the board took control with the immediate development of electric tramways in 1925, with the final cable lines closing in 1940 (Keenan, 1985). With the arrival of the 1960s, much development had taken place, yet pressures within government questioned if Melbourne should follow the example of other cities (such as Chicago) and remove trams in view of bus services (Keenan, 1985). This view of inner city public transport did not persist, mainly as a result of the substantial 50 year development program the government had invested in. This decision was reinforced when in 1973 an order was placed that confirmed “with subsequent contracts for more then 300 additional trams.” (Keenan, 1985) The system then expanded with the inclusion of the East Burwood, Latrobe University and Bundoora tram lines.
The route 86 proposal wishes to create a central tram zone which is a strictly tram only environment. This separation of tram and vehicle traffic is concerned with tram priority as well as pedestrian safety. Central Superstops The Darebin council proposal includes a number of ‘Superstops’ on High Street. ‘Superstops’ are a centrally located platform in the middle of a road. The trams will operate either side of the road, separated from automobiles, which allows a safe entry and exit for users. While it offers an improvement for tram users, it decreases the space available for road users; cyclists in particular. This then incurs further
1.3.3 Living with the Motor Car: A Melbourne Context Conflict often arises between trams and automobile drivers because they share a commonplace among the Melbourne road network. As Keenan describes (1985, p.9) “it is intended that the effect of traffic congestion on operating efficiency will be lessened by the progressive introduction of traffic management schemes which include sections of street track where motor traffic is segregated full or part time (known as the “Fairway”) and priority given to trams at traffic signals.” This separation of motorists and tram ways has continued with the introduction of super stops which significantly alter the road way in order to create a raised platform hub for high volumes areas.
1.3.4 Recent development Darebin Council has proposed, in conjunction with Yarra Trams and the Department of Transport, to improve and develop the route 86 tram service. The proposals are predominately concerned with pedestrians, particularly improving the manner to which the public can use the tram system. figure 4.1 Artisit’s impression of Darebin Super Stop. http://www.bv.com.au/change-the-world/42311/
Plenty Rd – Northern End 7
planning problems as to whether cyclists, as Bicycle Victoria suggests should “incorporate signal-advances for the trams and bikes to allow us to get through this squeeze point…without conflicting with vehicles.”
tram. Vehicles will be allowed to follow the tram through this central area. Bikes will be allowed to ride up and over the platform in our own dedicated space, when pedestrians are not getting onto a tram. This will separate the cars away from the bikes. This essentially is a narrow ‘Le Bump’ platform without cars. ”
‘Le Bump’ Superstops
Whilst the concept is an improvement for pedestrian users, the integration of cyclists and pedestrians is not a particularly a great development because there is the potential for dangerous incidents caused as a result of the high speed of cyclists. The other element that needs to be considered is tram priority. By combining vehicles and trams into a reduced space, tram services reliability and speed will be affected, delaying the system as a whole.
A ‘Le Bump’ is a tram stop which features a raised road section. This allows tram users to board trams with ease. Typically these bumps are 5 metres in length which is comparable to the length of a tram. The bump is an appropriate development since it doubles as an aid for drivers to recognize a tram stop, increasing the safety of pedestrians
figure 4.2 Artisit’s impression of ‘Le Bump’ Superstop. http://www.bv.com.au/change-the-world/42311/
since it also slows down vehicles. Curb extensions of Super Stops The curb extension of the superstop which is intended to ease the traffic flows of busy roads. As described by Bicycle Victoria, the curb “will be a raising and extension of the curb, coming out to meet the
figure 4.3 Artist Impression of curb extensions of super stops. http://www.bv.com.au/change-the-world/42311/
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rented from a French company for three years for $10 million.” The Rail, Tram and Bus Union assistant secretary Lou Di Gregorio states (The Age, 2009),
Bumblebee Trams: Melbourne has recently introduced five new trams onto the busiest tram route; route 96. These trams, nicknamed ’bumblebee’, are “on lease from the French town Mulhouse, under a unique international deal by Yarra Trams through its French shareholder Transdev.” (The Age, 2009). These trams are specially developed to carry large quantities of people in order to address peak time issues on the route 96 tram line. Lynne Kosky, (The Age, 2009), contents that the tram “will help use to meet unprecedented patronage growth ahead of the Victoria government’s long-term tram procurement program.” The trams have the capability to carry 1200 people once in operation.
“The Government recently closed St Kilda ection of the 96 route, and spent $3 million on replacing tracks. To help the trams run more easily…any other route and these trams would derail every day. Put [one] on the West Coburg route with lots of bends and it wouldn’t be able to take it.” The significance of this statement is that Melbourne has adopted trams that are area specific. This goes against the very nature of public transport which uses its vehicles strategically across routes. This allows tailoring of services for different times of demand. In addition, the increased of capacity of these trams doesn’t necessarily equate to improved services. Increase size and weight would result in longer periods in boarding and departing the tram, and the physical weight of the tram could affect the infrastructure. The Bumblebee, while early in introduction, illustrates the governments desire to address the symptoms of insufficient services. Attention should focus on understanding tram travel commuting patterns rather than just a bulk carrying tram. Public Transport Users Association: The Public Transport Users Association (PTUA) sees merit in the existing tram infrastructure and in improvements through minor developments. As described in their transport proposal (It’s time to move, 2002, p. 22), tram services “suffers from some minor deficiencies, in particular the historical legacy of lines that terminate half a mile from train stations and major trip destinations.” The PTUA’s rationale (2002, p.22) behind these extensions is the idea of a feeding system, whereby the “short, inexpensive extensions of these lines would render the network much more effective as a feeder to the rail backbone.” This then suggests that tram transportation is a secondary form of mass public transit, where the train network is the major carrier and it is reli-
figure 4.4 The new Bumblebee Tram outside of South Cross Station. http://www.theage.com.au/national/union-slams-new-trams-20081027-59ta.html
In contrast, the tram union is disappointed with the introduction of these trams. Firstly, the trams are rented for a significant amount of money. The Age (2009) explains that “the Brumby Government 9
ant on trams to feed off its success. The PTUA views the tram network as the major feeder to ‘hot spots’. As described by the PTUA (2002, p.22) “Trams have a carrying capacity intermediate between heavy rail and buses, and can therefore serve as access modes to ‘hot spots’ where rail extensions are difficult or not otherwise warranted.” The system, with is extensive infrastructure, allows new, often recently new suburbs access to public transport in a mass sense. An examples cited by the PTUA (2002, p.22) is ”the $22 million extension of the Mont Albert tram line to the Box Hill District Centre (which) is a good example of a useful…tram extension…for the first time, residents of suburbs such as Balwyn and Mont Albert North have convenient public transport access not only to Box Hill Shops, but also to eastern suburban train services.” This allows a single network to prosper through feeding, rather than the separate systems fighting against each other in a form of competition.
Moreland City Council:
1.3.5 Government Policy Development
1.3.6 Conclusion
Densification of Tram Lines:
The exploration into tramways and Melbourne has illustrated the strong relationship between the two. Tram travel has been a cornerstone of inner city mobility for more than a century. This has allowed the system to be held in high regard within the community, and thus the government. While public transportation has not been held as first priority within government, recent developments show a willingness to improve tram mobility for all. The project will use the knowledge gained from international city examples to vision a future for trams. Here care consideration will apply to understanding Melbourne’s relationship with trams and how this could evolve to meet future use patterns.
Once a year the Moreland city council holds a street festival by closing Sydney road off to traffic. This then allows vendors to create a marketplace on the road whereby pedestrian’s have complete access to the road. The closing off of the road to traffic also results in tram services being redirected for the entire day. This hence makes the Sydney street festival a difficult case study because vendors only need resources for a day of trading before normal services resume the next day. This is compounded by a lack of tram transport through the festival, making it difficult to gauge how tram networks and traffic dynamics could be affected if trams had complete solidarity on the road.
Current government policy in view of tram transportation is focused on the density around existing infrastructure. As described by Geoffrey London (The Age, 2009) “The city of Melbourne and the state government are interested in exploring the densification along tram corridors and that has, I think, real potential.” The idea central idea is the redevelopment of buildings around the tram lines. As London explains (The Age, 2009), “it makes great sense to make proper use of transportation nodes and corridors. A lot of them are single storey for great lengths of the roads.” This would then have the transfer effect of moving the density away from public transport poor areas; in turn enabling small green belts to prosper. In a broader sense this allows a capitalisation of infrastructure that has had over 100 years of investment, as well as reducing automobile related problems which plague efforts to make Melbourne sustainable for future generations.
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1.4 International city development 1.4.1 International city planning
tems.” This reinvestment allows an effective absorption of previous automobile users into the public transport area, providing a sustainable shift in transportation.
London and the development of Congestion Taxes.
Car-free Living in Bremen
The city of London, England, has introduced measures to reduce traffic congestion through taxation. The system works on a scale whereby commuters are charged a fee for entering the central business district of London. As Santos and Shaffer explain (2004, p.1) “On February 17, 2003, the London Congestion Charging Scheme came into effect. Preliminary results show a significant response to the €5 (U.S. $8) charge.” From this point, any motorist wishing to drive and park within the zone of central London has to pay a fee.
Bremen, a small town in Germany, has developed the first car-free living environment in 1992 (Whitelegg, 1997). The residents who live on the estate are banned from owning a personal automobile. Only a small amount of car parking is available in the community, where a car-sharing system operates for large trips in and out of the community. This only caters for the minority journeys, since as Whitelegg explains (1997, p.141) “it is assumed that most journeys will be undertaken by public transport, walking or bicycle.” A bus feeder network exists for residents who wish to travel outside of the town, and a new tram network is being developed once population levels rise (Whitelegg, 1997). The immediate results of the town illustrates the success of car free policies; demand for living on the estate is very high (Whitelegg, 1997) since space has been freed up through the absence of large roads, garages and car parking spaces. These spaces, which traditionally dominate town planning, have been replaced with green spaces, a kindergarten and a dedicated space for children to play.
The rationale behind the tax system is to reduce congestion and pollution. As Santos and Shaffer state (2004, p.179) “the preliminary results suggest that the London Scheme has so far succeeded in achieving the stated congestion reduction targets. Traffic decreased by more than expected.” The reduced traffic allowed an increase of traffic speed through the city, as Santos and Shaffer state (2004, p.169) “ the average travel speed in the charging zone in the first few months after the Scheme was implemented, was 17 km/hour… (which) compares with the average speed recharging, which was 14 km/hour.” The reduction in traffic has the added benefit of transferring to some these passengers, who would normally use an automobile to commute, into the public transport system. As Santos and Shaffer state (2004, p.171) “TfL predicted that approximately 20,000 individuals would switch from car travel to public transport during the morning peak period as a result of the scheme. Of this number, 5,000 were expected to use the Underground system; 14,000, the buses; and the remainder, rail system without transfers to bus or underground…this increased in line with expectations.” This increased level of usage is managed by the investment of the congestion charge in public transport. As Santos and Shaffer state (2004, p.178) “The mayor’s transport strategy, as well as congestion reduction, also includes objectives such as investing in the Underground, improving bus services, and integrating National Rail with other transport sys-
Lothian regional council The Lothian council, located in Britain, has created a detailed proposal for a car free environment within the city of Edinburgh. The proposal looks to redevelop a disused rail yard. In its place would be 120 car-free residential units which would house much of the cities population. The benefits of this proposal are explained by Whitelegg (1997, p.141). -“improved quality of life: more space to live in, more pleasant surroundings with no traffic congestion; -Safety: no car traffic, no road accidents; 11
-“Effective barriers on wide streets to separate trams from cars.” -“Traffic signal changes, partial road closures and other measures to prevent long queues of traffic forming on streets to narrow for trams to be completely separated from cars.” -“Traffic islands, turn bans, hook turns and other measures to prevent turning traffic obstructing trams.”
-A good place to bring children up with more contact with other residents and a strong sense of community; -Clean air and a clean environment, with no intrusive noise from engines and the slamming of car doors; -Being part of an exciting new development; -Financial savings: the average cost of running a 1000cc petrol driven car, including depreciation, fuel and insurance, is around €3,117 per year (AA information hotline). The cost of renting a small car can be around €1.50 per hour.”
Melbourne’s own tram network is comparatively sized to Zurich, offering potential to rival these established system. Melbourne is a car orientated city, which is evident in tram priority. As the PTUA describes (2002, p.19) “Far from allowing trams through quickly, many traffic lights have special right-turn phases that delay trams carrying fifty or a hundred passengers, in order that one or two bars can turn right from an adjacent land.”
From another perspective, this type of development offers benefits to developers because this method of planning reduces land wastage. As a result of the significant reduction of automobiles, fewer roads and their associated infrastructure requirements need to be constructed. This in turn maximises the efficiency of space within the community, allowing greater profit margins (Whitelegg, 1997).
Train and Tramway integration:
1.4.2 Relevant tram infrastructure planning
In order to address the significant costs of initiating tramways, movements within Europe see an integration of trains and trams. Forsdike & Jeffcott (2001, p.15) describe this as “the flexibility offered by tramtrain vehicles able to operate on light and heavy rail lines makes them uniquely placed to provide a solution for future urban transport needs.” This though is contrasted will little, if any plans to construct such as system. Rather than technical issues, the main problem is the initial investment in construction.
Zurich: Beschleunigungsmassahmen Central Europe, specifically the German city of Zurich, offers insight into how tram services can be drastically improved to meet the needs of society. As described by the public transport user group (PTA, 2002) “This comprehensive approach to tram priority was pioneered in Zurich between 1975 and 1985.” Here all impediments to tram travel were removed in order to create a reliable system that did not depend on congest levels to operate successfully. The result as published by the PTA (2002, p.19) is that “patronage increased from 32% of travel to 42%.”
An example of such a system exists in Karlsruhe, Germany. This was constructed to advertise the cost effectiveness of such as system. Forsdike & Jeffcott (2001) explain its benefits: “potential capital cost savings, provided alignments are favourable…better city centre penetration afforded by on-street running… better modal integration, for example at major station interchanges, and the ability to add more stations interchanges, and the ability to add more stations to the network without compromising journey time because of improved vehicle performance.
As described by the PTUA (2002, p.19), the elements of the Zurich tram policy:
-“Traffic signals that respond to trams as they arrive, interrupting the ordinary cycle to allow trams straight through.” -“On intersections where absolute tram priority is not feasible, short signal cycles to prevent long delays to trams.”
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The main reason this system hasn’t been implemented in any cities is its integration with existing infrastructure. The German example was specifically built without any competing services (Forsdike & Jeffcott, 2001). This in turn makes the system difficult to implement within an established city environment. The German example feeds off the established rail network, this then makes regions response for transportation. This is of significant importance since “German Rail (DB) is keen to find cheaper ways of operating loss-making regional routes.” Forsdike & Jeffcott (2001). Significant cost seems to be the main hurdle in a world of unstable financial markets. An example can be seen in France, a proposal has been made to convert the route from Lebach to Sarregnemines. Forsdike & Jeffcott (2001, p.15) states that the ”estimated cost at DM 418.8 million ($US 192 Million). This can be seen as abortient amount considering the process is develop not creating infrastructure.
1.4.3 Conclusion This investigation into international city and tram development has shown the importance of tram travel. The stated examples illustrate that current trams are important within inner and outer city environments. Zurich has understood this, and has subsequently introduced policies that remove impediments in tram travel. The example of tram-train development in Europe shows how the effectiveness of tram travel has seen it integrated in the broader reach of train travel. Overall trams offer significant importance of the world of travel, especially Europe. As with Melbourne, Europe has a vast history in trams that continues to the present. They too see the need to embrace this system across society in order to develop equitable and efficient public transportation system. The project is briefed by this knowledge, reinforcing the notion that tram travel is a viable mode of mobility for current and future cities.
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1.5 Freight Transportation 1.5.1 Past freight transportation revolutions
may not be of significance to modern society, the event illustrated that society had moved on from animal powered transport.
Rail Revolution: British Rail; 1830 to 1850
This technological development allowed the newly formed rail network to prosper. The network commenced operation on the 15th of September 1830 (Gilbert & Perl, 2008). In contrast to the initial expectation, the rail network’s major market segment was passengers. As Gilbert and Perl state (2008, p. 20) “The expectation that more would be earned from freight than from passengers turned out to be wholly wrong.” Initial forecasts looked at 305,000 tones of freight and 90,000 passengers, yet in the first six months the network had moved 188,726 passengers and only 36, 400 tones of freight (Garfield, 2002).
The industrial revolution saw Britain reliant on the movement of freight. The empire relied on raw and finished materials being freighted between cities (Gilbert & Perl, 2008). These materials were shipped in large volumes, requiring an extensive canal network for the numbers of barges required (Gilbert & Perl, 2008). As Gilbert & Perl described (2008, p.16) “Despite the significant profits generated for canal owners, canal capacity was not expanding as fast as the demand to move goods, and something more was needed.” An example of this exponential rise in freight movement can be seen in Liverpool. In 1820 the number of vessels that docked was 4746; by 1825 this had rose to a total of 10,837 (1969, p.21).
The interesting effect this had on transport landscape was how the marketplace adjusted around the dominant railway. Freight canals initially lowered rates while looking to transport freight that was, as Gilbert and Perl state (2008, p.20), “less time sensitive and more price sensitive than the goods moving by rail.” This allowed a niche marketplace to form, since at the time the canal was still competitive in small, less time conscious products. While the coach sector was decimated since the rail network was significantly faster and matched the coach pricings (Gilbert & Perl, 2008). The coach industry that grew out of the ashes of the former looked to form around the railway. This involved basing services within townships as well as transporting goods from train stations.
The resultant revolution in freight transportations related to railways. The first steam railway constructed in Britain was between Stockon and Darlington in 1825 (Gilbert & Perl, 2008). This railway was constructed to freight coal to Stockon, with the immediate effect of lowering the cost by more than 50 per cent (Garfield, 2002, p.95). This in turn led a number of industrialists and merchants to vision a rail service that would meet the need of the ever expanding system. After much backlash from proponents and the public, the British Parliament approved the Liverpool and Manchester’s rail charter (Gilbert & Perl, 2008). While this caused a division within general society, major landholders embraced this concept in the hope that their land and its produce would be worth more since the railway would reach new markets.
The revolution that occurred within British railway illustrated a milestone in efficient, rapid and high volume transportation. The introduction of this network was bred from an expanding freight marketplace. This, as Gilbert and Perl explain (2008, p. 22) encouraged “the integration of available technologies such as iron rails and steam engines to produce faster, more reliable and cheaper inland mobility over long distances.”
From a technological standpoint, the creation and development of the steam locomotives allowed the freight revolution to exist. A significant landmark was the Rainhill steam locomotive trails of 1929. The ‘Rocket’, a steam locomotive designed by George Stephenson, caused much excitement by moving heavy loads and reaching a top speed of 48 kilometres per hour (Gilbert & Perl, 2008). Whilst this
High Speed Rail: 1960 to 1985
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With the rampant rise in automobile ownership and aviation travel, long distance trains were in decline. Indeed, the Beeching Report in the UK proposed restructuring the rail network so that the “industry must be of a size and pattern suited to modern conditions and prospects” (British Railway Board, 1963). Indeed even a US Interstate Commerce Commission also emphasised the point that the rail network was suffering with the mass exist of passengers to other forms of mobility.
which in turn lead to the significant investment from the government. At the end of World War Two, Japan redirected all industrial resources away from aerospace and military development under American decree. This set the scene for technological developments that revolutionised train travel. This is explained by Gilbert and Perl (2008, p.41), “in the early 1950s, some of Japan’s top electrical, mechanical and civil engineers were drawn to the Railway Technical Research Institute (RTRI), the scientific arm of the old rail bureaucracy that had become part of JNP.” This allowed Japan to be at the forefront of train technologies whilst other nations concentrated on new aerospace and atomic technologies (Bannister, 2005).
“the inescapable fact…seems to be that in a decade or so (the passenger train may take its place in a museum along with the stagecoach, the sidewheeler and the steam locomotive…(T)his outcome will be due to the fact that the American public now is doing about ninety percent of its travelling by private automobile and prefers to do so.” (United States Interstate Commerce Commissio,1958)
The train service has realised all intended benefits to users while creating a revolution that has spread across Europe and America. It had become the core of the Japanese intercity rail system (Bannister, 2005) while addressing the growth of Japanese economic expansion in the 1970s (Gilbert & Perl, 2008). Currently the service provides 30 percent of all inter city, while competition from airlines such as Japan Airlines’ dropped by 50 percent in the first year of the trains operation (Gilbert & Perl, 2008).
In contrast to the anticipated decline of locomotive transportation, recent developments have realised the opposite. At the core of the train revolution was the introduction of cutting edge technology in order to improve the efficiency of travel. This application was specific in terms of short to medium travel distances along population corridors.
The success of high speed railways illustrates the benefits that can be gained when mobility is reconceptualised. The collaboration between government and industry led to both technical and organisational breakthroughs that looked beyond the present train system. This not only allows a repositioning of the service, but a recreation of what the train actually is and provides.
In contradiction to the forecast, such train services as Train a Grand Vitesse (TGV) and Shinkansen recast train travel. These services were the result of incremental developments that prompted a new relationship with the user. This is explained by Gilbert and Perl (2008, p.38) as “between the train technology that had evolved over more than a century in delivering universal mobility, on the one hand, and the specialized technology that had been developed to move people rapidly over the busiest travel corridors, on the other hand.” In the case of the Shinkansen train system, it sought to redefine the relationship with the user by complementing the existing transport network. As Gilbert and Perl describe (2008, p. 38) “the Shinkansen was designed to add new capacity to Japan’s busiest transport route, the corridor between Tokyo and Osaka.” This gave the project purpose,
Air Freight: 1980 to present Air Freight began as soon as planes became commercially available. The first recorded commercial air freight was in India in 1911 (Gilbert & Perl, 2008); a flight from Allahabad to Naini carried over 6000 letters and postcards. Air freight as a viable commercial proposition was realised in 1918 when the US postal service created a delivery route
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between New York and Washington DC. Before World War Two, the majority of air freight was based on emergency and military supplies. The concept of air freight grew to prominence as a form of mobility with the arrival of the 1980s. Federal Express introduced a ‘huband-spoke’ concept of a network. Dedicated aircraft flights were integrated with a network that featured local trucking distribution. This created a door-to-door system of transportation that creates, as Gilbert and Perl (2008, p.47) explain, “(a) transport revolution (that) expanded to cover and connect all continents.” The revolutionary aspect of this network is it reconceptualises the system as a whole. Manufacturing, retailing and distribution all need to be redesigned in order to capitalise on air freight possibilities.
This system expanded in an exponential manner after initial problems. Presently FedEx works in 375 airports in 220 countries. With their 672 planes, FedEx can handle over 6.5 million freight units daily, which generated revenue of $32.3 billion in the 2006 financial year (Bannister, 2006). The revolution for FedEx was in the development of their COSMOS system. COMOS is an acronym for Customers, Operations and Services Master Online System. This is a centralised computer database which manages the complete FedEx business system. This includes people, packages, vehicles and weather scenarios; all within a real time environment. The adaptive nature allowed complex for tracking systems which are based on a barcode system. Each barcode contains all the information required in the delivery of the parcel.
At the time Federal Express (soon to be FedEx) was created, the majority of freight was transported in commuter aircraft bellies. This affected freight in that the scheduling catered for commuter (Upham, 2003). This resulted in shippers being obliged to deliver the freight either by themselves of by courier. Consequently the system that “could move freight faster than ordinary mail, railway express or trucking, by they did not provide the guaranteed expedited delivery that people now take for granted and rely on.” (Gilbert & Perl, 2008, p.48).
The advent of a holistic air freight system has not only evolved the process of freight transportation; it has altered the products it moves. The relationship with new information technology allowed technical innovation to take place. Now the service is integrated into one system to streamline the process. The Cargo Container and Cargo Ship
Fedex pioneered a system whereby cargo plans were dedicated to freight while integrating door-to-door services. Founder, Fred Smith, funded two independent studies which illustrated an “untapped market for express delivery of small packages in the order of $1 billion… $4.9 billion in 2007 dollars.” (Gilbert & Perl, 2008, p. 48) This system started in operation on the 17th of April 1973, with 14 planes flying to 25 cities. Here the hub and spoke mentality was realised,
The cargo container was born, as Gilbert and Perl explain, (2008, P.16), “on April 26, 1957, a crane lifted fifty-eight aluminium truck bodies aboard an aging tanker ship moored in Newark, New Jeresy…the Ideal-X sailed into Houston sailed into Houston, where fifty-eight trucks waited to take on the metal boxes and haul them to their destination. Such was the beginning of a revolution.” While this simple, aluminium or steel box looks decidedly utilitarian in form, it has revolutionised the transport of freight. The value of this object is not in terms of form or shape, rather the manner in which it is used (Gilbert and Perl, 2008). The container is a small but important part of an automated shipping system. The benefit of this system, described by Gilbert and Perl (2008, p. 16) is that if can move “goods for
“186 packages were collected directly from shippers, driven to the nearest airport where a FedEx jet was waiting, flown to the carrier’s Memphis hub and sent on to destination airports where truck completed their delivery the next morning.” (Gilbert and Perl, 2008, p.49).
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Freight within an urban environment is characterised by truck use. Gilbert and Perl (2008, p. 98) describe this as “nearly all local freight movement is by lorry, often in small vehicles carrying loads well below their capacity.” This freight transport can be focused in that the majority of it is localised. An example of this idea can be seen in a recent study in Edmonton, Canada. In a town of some 850,000 people, it was found that “93 percent of commercial traffic trips began and ended within the urban region, 5 percent began or ended elsewhere, and 2 percent involved vehicles that were passing through.” (Gilbert & Perl, 2008, p. 99)
anywhere, to anywhere, with a minimum of cost and complication on the way.” The real advantage of the system, above all else, is the ability to be moved between modes of freight mobility. This allows containers to be loaded, trucked to a waiting ship and vice versa without being opened until delivery. An example of how this efficient and effective system changed the manufacturing landscape can be seen in the automotive industry. In combination with powerful computer systems, companies such as Toyota and Honda can viably produce through just-in-time manufacturing (Gilbert and Perl, 2008). This technique is where manufacturing is made to order. It allows products to be produced in quantities demanded, avoiding the distribution network holding large quantities of stock. Gilbert and Perl (2008, p. 17) describe this as having “such precision…has led to massive reductions in manufacturers’ inventories and corresponding huge cost savings.”
1.5.3 Sustainable freight vehicles Grid connected vehicles in mining Grid connected vehicles have used within many environments to transport freight in an environmentally improved manner. Electric vehicles have used within the Quebec Cartier mine in order to assist heavy freight movement. As Gilbert and Perl described, (2008, p. 156), “These trucks were in effect hybrid vehicles with electric motors powered from overhead wires that provided additional traction when heavy loads were carried up steep slopes.” The generator for this electricity is diesel powered, which had the results, as Gilbert and Perl (2008, p. 156) explain, of “87 percent decrease in fuel consumption and a 23 percent increase in productivity.” The importance of this example is the movement of heavy loads. The Quebec example illustrates that electric propulsion can be vastly more efficient when compared to the generic internal combustion engines. This can be correlated to this project because it shows that trams have a solid and proven foundation to work upon.
1.5.2 Freight Transport today From a broad perspective, freight transportation makes up 47 percent of all transport energy used (Bannister, 2005). This substantial level of energy investment is often ignored within popular culture. An example of this can be seen in the Canadian Government’s 2002 climate change plan, where one-quarter of reductions was concerned with freight. Yet between the years of 1990 and 2002, “freight contributed over half of the increase in greenhouse gas emissions from transport.” (Gilbert and Perl, 2008, p.95) Within the generic description of freight, shipping makes up over 95 percent of total freight (Gilbert & Perl, 2008). This leaves road, rail, pipeline and air make up the remaining percentage. This can be contrasted when considering the value of freight. Here, on a value basis, water freight contributes only 50 percent (Gilbert & Perl, 2008). The majority of goods, roughly a third, relates to oil and is subsequent bi products (UNCTAD, 2006).
Personal Rapid Transport (PRT) Personal Rapid transport is a concept of fully automated light vehicles that travel on reserved guide ways (Bannister, 2006). The system is based on small vehicles that carry between one and six persons
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transport industry offer insight into their origins and how this affected the established system. This educates the project as how design solutions could work within current and future transport environments.
(Gilbert & Perl, 2008). The most recent assessment of PRT was conducted for the European Commission’s Fifth Framework Programme, Energy, Environment, and Sustainable Development. “The ideal target of cities is a self financed public transport system. PRT has a relatively low capital and operating cost, e.g., lower operating cost per passenger-km and lower capital cost per track-km than light railway. PRT can cover its operating costs, and has the potential to even cover capital costs depending on the type of network, the discount rate and a reasonable fare…in the longer-term, large-scale implementation and mass production of PRT will lead to reductions in cost.” (NETMOBIL, 2005, p.35) The advantage of this system is that is reactive to society. It offers the ability to create a personally catered transport system that is reactive to certain situations within daily lives. Peter Calthorpe (2005, http:// www.cities21.org/conspirations.htm) describes this as “if you think about what you’d want from the ideal transit technology, it’s PRT a) stations where you are, within walking distance, b) no waiting.” The disadvantages of such as system is the substantial infrastructure required to realise this form of mobility. The minimum requirement for such as system is overhead wires; this would require substantial investment in order to reach the majority of citizens even in a dense city environment. This though was a similar scenario the automobile found itself in at the start of the 20th century. The exploration into PRT as a personal transportation device offers interesting insight into current public transport and its failings. In many ways they offer a futuristic vision of trams from an automobile perspective. This fixation on personal transportation as the major travelling manner contradicts the basis of public transport.
1.5.4 Conclusion This exploration into freight transportation has educated this project as its past, effects and future visions. The revolutions in the freight 18
1.6 Social Tram Perspectives 1.6.1 Notions of Tramways within society
(2005, p. 183) “we middle-class people, on the other hand, would avoid travelling in the second-class car…when we did that sometimes…we would be desperate to avoid the glances of people we know. How quickly a child imbibes ideas of status and class.”
Within the paradigm of tram usage in Melbourne, there are numerous rationales as to why trams are used. Aside from general commuting, is there an emotional attachment to trams? Is this born from Melbourne’s traditional heritage for trams? This in turn suggests this emotional attachment influences the manner to which society uses trams.
The segregation of community within public transport offers an interesting comparison to Melbourne. The Melbourne Tram network is a multicultural representation of society. Whilst the Kolkata system was established in the mould of British imperialism, its present existence illustrates divide within a public domain. While there is no cultural divide within Melbourne’s tram network, a social divide exists in terms of physical ability. This can be seen in the minority of super stops; these a raised platforms which address the needs of disabled of wheel chair bound citizens.
An example of how tramways are intertwined in society can be seen in their inclusion in play writes. Tramways create the central theme of the White Whale Theatre companies Melburnalia No. 2. David Mence, director of the production, states (The Age, 2009) “Melburnalia No. 2…has given five writers…a brief to write about Melbourne places. This time it’s Birrarung, Maribyrnong, Caulfiled, Preston and Mentone. The proviso is that each piece must include ‘tramways.” Melbourne’s deep relationship with trams has created a level of affection. This has resulted in trams being class beyond just a utilitarian object, rather a key factor in the social fabric of Melbourne.
1.6.3 Tramways and social interaction A tram journey can be considered more than a utilitarian trip to a destination. Trams as Wearne (2005, p.208) explains, “invite people to be ‘travellers’, yet now we are treated as merely ‘customers’ or ‘commuters’. Tramways are complex and intricate networks which interconnect and bind the city into one. This large area of range allows trams to enrich the community through moving travellers to places (Wearne, 2005). The idea of travellers going places leads to a concept which Weave describes (2005, p. 214) as “moving public place.” Trams are more than just a transportation object, rather a mode that binds a city together in a common place. This place transports people to places and activities, as well as contributing to the actual experience.
1.6.2 Tramways and social structure The absence of class systems within tram travel can be seen as a reflection of social structure. Tram structures integrate society in a manner which reflects the multicultural society Australia has build. As Chakrbarty (2005, p. 186) states, Melbourne trams “carry the ‘multicultural’ crowds of new Australia. No class distinction here… middle class men and women rubbed shoulders with their workingclass compatriots.” This can be contrasted with an equivalent city with tramways such as Kolkata. As Chakrbarty explains (2005, p.182) “Trams expressed some of the social distinctions of colonial Kolkata… trams spoke of subtle distinctions of gentility and status and also of the undemocracy that usually went with such feelings.” The sheer structure of the Kolkata tram network echoed this concept; two articulated carriages contained a class system which segregated the population. This is evident in he childhood memories of Chakrbarty
1.6.4 Tramways and city atmospheres Tramways and their infrastructure contribute to the overall atmosphere and dynamic of cityscapes. Mick Douglas (ed., 2005, p.234) describe trams as a mode of conveyance that “facilitate particular types of street-based social experience whilst contributing their 19
extraordinary character of lines, textures, rhythms and sounds to the urban landscape.� This concept stems from an idea that no one form of transportation is based from one point to another (Douglas, 2005). Here trams offer interesting comparisons with trains and automobiles in their heritage and embedded nature in Melbourne. This deep embedded nature is a result of tramways being at the heart of Melbourne for a significant time period. In many ways their very nature is held at a subconscious level (Douglas, 2005) which in turn does not represent their significance to society. The automobile is prevalent within society in turn of social systems and
1.6.5 Conclusion The exploration into Melbourne’s relationship with trams and tramways has illustrated trams are more than just transport. Trams represent Melbourne as a whole; a multicultural community that does not base itself on a class system. Resultantly, the project has been briefed as to how important trams are the makeup of Melbourne. Consideration will be made in the design process as how to communicate Melbourne’s rich cultural past with visions of future use patterns.
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1.7 Approach 1.7.1 Participatory action research technique
gart, 1997). Feminism has as McIntyre explains (1997, p.3) “enhanced the field of PAR with perspectives that have evolved out of a refusal to accept theory, research, and ethical perspectives that ignore, devalue, and erase women’s lives, experiences, and contributions to social science research.” This framework helped articulate how this new form of feminist inspired PAR could be applicable across a multitude of contexts (Kanhare 1980, Lykes 1989, Maguire 1987).
“Participatory Action Research involves an imaginative leap from a world of ‘as it is’ to a glimpse of the world ’as it could be’.” Wadsworth (1999, p.6) Historical Background
Participatory Action Research and relevant ethical challenges
Participatory action research (PAR) has, stated by McIntyre (2008, p.1)
Before examining specific modes of PAR, it is necessary to construct a frame work that addresses ethical challenges found in PAR. The main concern is focused on the duty of care with the participants. This is to allow a respectful space where individual who previously have not had the opportunity to share their experiences can do so without prejudice or bias. As McIntyre states (2008, p. 12):
“underlying tenets that are specific to the field of PAR… (a) a collective commitment to investigate an issue or problem, (b) a desire to engage in self- and collective reflection to gain clarity about the issue under investigation, (c) a joint decision to engage in individual and/or collective action that leads to a useful solution that benefits the people involved, and (d) the building of alliances between researches and participants in the planning, implementation, and dissemination of the research process.”
1.Participants engage in all aspects of the project. 2.Practitioners have and appreciation of the capacity for individuals to work together to effect change. 3.Practitioners participate with participants in the overall PAR process, contributing resources and knowledge when necessary. 4.Attention is given to reducing barriers between participants and practitioners of PAR. That includes construction of consent procedures, documentation of data, and ensuring that the language used in the research project is understood by participants. 5.Participants are encouraged to learn about the research methods that are appropriate to the project. 6.Practitioners make a distinction between professional ethical considerations and contextually specific ethical considerations, which can be negotiated and modified to best serve the participants. 7.Practitioners take every precaution to protect the confidentiality, privacy, and identity of participants. 8.Practitioners do not disseminate any research data without the explicit consent of those involved. 9.Practitioners are trustworthy; scrupulous in their efforts to give primacy to participants’ goals; responsible for the well-being of all involved; fair, just, and willing to relinquish their agendas if they conflict with participants’ desires.
In other words, PAR is a type of research where the participants become the researchers through the course of the research. This can take place through a number of forms of research, whether discussion based, photography, or the manner to which this project proposes; a three dimensional toolkit. Participatory action research has no sole origin; it draws from a multitude of “principles, methodologies, epistemologies, and characterization” (McIntyre, 2008) in order to create a research methodology. As McIntyre states (2008, p.2) an early examples of PAR within a social context was “in the late 1970s and 1980s, for example, Tandon (1981) and Kanhare (1980) initiated PAR projects in India that addressed adult education and women’s development, respectively.” Since then, the applications of PAR have broadened to political realms, addressing violence related issues, general community issues and feminist policy. Feminism, particularly has contributed substantially to the development of participatory action research (McTag21
McIntyre’s ethical structures allow the research project to specifically focus on the needs of the participants. This is highly important because these perspectives, realties, truths come from people who have not had, as McIntyre states (2008, p.12) “the opportunity to speak their truths into public life and therefore must be provided with a space to do so.” The framework by no means alleviates any related issues or problems that arise from this reflection/action based research technique. Rather, the structure of PAR insures researchers and participants work closely together in order to create a relevant and empathetic project.
of war. These women, as McIntyre (2008, p. 41) explains “wanted to present a version of their experiences as women growing up in and surviving a war that spoke to the multidimensionality of their individual lives, as well as to their collective commitment to maintaining and sustaining a community of well-being.” This process of exploring the experiences needed, as McIntyre explains (2008, p. 41) a “place where the women felt comfortable revealing their experiences to outsiders was a process intertwined with issues of power, authority, and identity.” This in turn allowed women a place whereby stories and experiences can be shared without conflict. The particular method McIntyre used in order to share these experiences was 3D modelling through clay (2002, p.41).
Participation in definition: Participation, and the recognition of its relevant, is crucial to the research technique achieving a tangible result. As McIntyre states (2008, p.16) in a recent PAR project involving underprivileged young adults, “I invited them to discuss how they would define participatory action research.” This resulted in a dictionary definition being sought in order for the group to discuss and define their own framework of the project. This framework was further developed by the group moving to install attendance and group involvement regulations in order for maximum participation. The basis for this suggestion was as McIntyre explains (1999, p.17) “the process of linking the meaning of participation to the actualization of participation was slowing and time-consuming.” This example has relevance in the application of the three dimensional toolkit because the participants need to, as a group, realise that they are crucial in the exercise of accomplishing a result. This recognition is fed by the idea that though the participants have the power to change there issues, first they need to become critically aware of the issue and its associated problems.
“I invited the women to use clay as a way to tell stories about their lives. I asked them to silently picture themselves sitting against a tree. On the other side of the tree was a storyteller. The storyteller was there to tell each of the women a storey that she wanted to hear. I told the women it could be historical story, a mystery, a fantasy, and/or a story about any person, place, or thing that came to mind. The women sat silently for about 5 minutes imagining the story they wanted the storyteller to relate to them. After that time of reflection, I invited each of the women to use modelling clay and create a symbolic representation of he story she had ‘hear’.” This precedent illustrates the preparation needed to introduce and prepare the participants before the three dimensional process is used. This process is important to the overall participatory process in that it allows themes to be found and developed in a physical sense. Resultantly the process contributes to understanding society’s experiences in tram travel, and in defining what future they see.
Precedents in the application of 3D Participatory Action Research:
3D toolkit design:
The use of three dimensional forms in the process of participatory action research has precedents. The process was used by McIntyre (2002) in the exploration of women in Belfast and their experiences
In many ways, the design of this participatory toolkit by definition needs participation in order to design it. As McIntyre explains (2008,
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p.15) researchers and participants need “to take responsibility for developing the group’s version of what it means to participate in a PAR process. When researchers and participants work together to define the most practical and doable ways for them to participate, there is less pressure on individuals to conform to a way of participating.” Thus the participation within the process of research and the formal research itself will endeavour to avoid the concept of group participation as an imposition, rather a choice to express oneself.
The process I propose for the three dimensional toolkit will involve initial photography and voice recording of the group exercises. The recordings will then be listened to in order to identify themes, categories and relevant concepts of what a tram is, how it could be from the participant’s perspective. If time permits, a reflection of this examination will be offered to the participants so that clarification or further interpretations can be sought. The underlying themes present in these transcripts will then be used directly in the design phase. Here the participant’s stories, observations and ideas will be integrated into design response to offer a design solution of what a tram could be in a car free Melbourne.
The toolkit will need a number of iterations in order to develop a functional and effective system. Initially this will be sought through basic cardboard and foam modelling. This form of ‘quick and dirty’ prototyping will allow a process of design through experimentation, whereby through the making process, ideas and development direction can be found.
1.7.2 Ethnography Historical Background
Methods to analyse research data
The ethnographic methodology was born, as Gobo explains (2008, p.7), in “the period between the late nineteenth and early twentieth centuries. It developed internally to ethnography, a discipline in the first half of the 1800s split away from traditional anthropology, which was then dominated by the physical and biological paradigm.” This new method differed from traditional ethnology in that it is concerned with the study of people through their material artefacts and cultures (Gobo, 2008). Traditional ethnology saw importance in statistics, documentation; this in turn separated the researcher from the subject. This led to the belief, as Gobo explains (2008, p.8), that ethnology researchers “considered the members of native peoples to be ‘primitive’: they were savages to be educated, and they could not be used as direct informants because they could not be trusted to furnish objective information.” This prejudice was opposed by ethnography, which saw the understanding of people and cultures significant in research. Among early ethnographers, Bronsilaw Malinowski (1844 – 1942) became a significant in his text Argonauts of the Western Pacific. The book researched the Trobriand Islands, and as Gobo explains (2008, p.8) “described the methodology principles underpinning the main goal of ethnography, which is ‘to grasp
The nature of participatory research results in a level of ambiguity in terms of analysing the data. The research gathered does not come in the traditional form of hard data, such as raw statistics, rather in stories and anecdotes. This presents problems as to how to reflect and draw conclusions from the research which will inform the overall project. A precedent for a framework which examines participatory research is called social constructionist grounded theory. The form of framework is defined by Charmaz (2005, p.509) as “developing conceptual concept categories (that) arise through our interpretations of data rather than from them.” This research allows the exploration to shape the hypothesis through the course of interpretation. The core of the technique relies on the researcher to be aware of prior frameworks, particular interests, relationships with the participants and concerned interest while not letting them interfere, and yet not control or interfere with the process of interpretation (McIntyre, 2008).
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the native’s point of view, his relation to life, and realise his vision of his world.” This understanding was undertaken through Malinowski living in the islands for two years, he became fluent in their language (Kiriwinian), befriended and used locals as informants and observed everyday life of the village (Malinowski, 1966). This participation in their society created the concept of the view ‘from within’, a concept which created the core of modern ethnography (Gobo, 2008).
phy, research results can come in various forms. As stated in ‘interaction design’ (2002, p.288) “It (ethnography) is an experience rather than a data-collection exercise. However, the experience must be shared with other team members, and therefore needs to be documented and rationalized.” This documentation will allow for careful analysis and reflection throughout the pre-major and major project. Application to this Project: Interviews
Technique
Ethnography is applicable within this project because it subjects the researcher to the culture that is being studied. This immersion allows an in depth knowledge of the culture, while at the same time being critically aware through writing. The technique will be used as a research method in interviewing and observing tram users. During tram transportation users will be observed and interviewed if granted. The interview will focus on the users definition of tram transportation, how it is and how it could be in a future context.
This project will use ethnography, which is defined as “describing and interpreting cultural behaviour,” as a main methodology to explore user behaviour in regard to the automobile (Dawson 2007, p.19). In ethnography the researcher immerses themself in the lifestyle and cultural groups being studied (Dawson, 2007). It specifically seeks the everyday nature of behaviour and as a result the hypotheses are often not formed at the beginning of the research. An example is living within an African tribe for months in order to become one of the tribe. Researchers often participate in, as Dawson describes (2007, p.19) “group activities whilst observing its behaviour, taking notes, conducting interviews, analysing, reflecting and writing reports.” Other commonly used names for ethnography include fieldwork or participant observation (Dawson 2007, p.19).
Application to this Project: Observations Observation will be used within ethnography in order to understand users. As described by Clarkson (2003, p.405) “it is the ability of ethnography to understand a social setting as perceived by its participants (the archetypal users) that underpins its appeal to developers.” This will take the form of observation of use, whereby importance will be placed on activities commonplace to the daily live of the users (Garfinkel, 1967). The core of this technique relies on the researcher to observe what people are doing. This is defined by Clarkson (2003, p.405) as important in “observational approaches offer the opportunity to reveal unarticulated ‘needs’ or ‘practises’ of users.” Users may not be aware of these behaviours because they may be regular or taken for granted through day to day life.
Ethnography strives to, as Crocket and Redvers-Mutton describes (2002, p. 288) “find the order within an activity rather than impose any framework of interpretation on it.” The users simply continue their regular behaviour to which the observer watches. This immersion into the user’s environment allows the observer to participate in daily tasks and speak with the users personally. This method, described by Crocket and Redvers-Mutton (2002, p. 288) is based on the idea of making the research “implicit explicit.” In that the everyday techniques and actions that might not be of any importance to the user can be observed, recorded and feed into the design process.
1.7.3 Camera Journal
As a result of the variable and personal characteristics of ethnogra-
Historical Background – IDEO
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Applications within project
IDEO, a silicone valley design firm, specialises in innovative multi-disciplinary design which is described by Jeremy Myerson (2001, p.30) as “understand, observe, visualise, evaluate, and implement.” What differentiates this firm is their study of society in the process of design. As Myerson explains (2001, p.30) “IDEO has pioneered the use of many forms of non-interventionist observation in its practise, including visual ethnography, in order to really understand how people behave.” This research captures the nature of how people behave, rather than how they perceive they behave (Myerson, 2001). This method allows the research, as Myerson explains (2001, p.30), to “deal with [what] people are really doing and feeling” which in turn allows focused and important research that is not biased because of social, gender or race concerns.
The technique of camera journals will document current users, asking users to create a window of their daily travels. This form of photography will capture tram travel in an effort to identify micro events that offer insight into future uses of tram transportation. An example could be of trade transportation, current users might use small trolleys on trams in order to move personal or commercial goods. This could then offer a research tangent into how small businesses send and receive freight when cars and trucks are banned from entering the city centre. The application of this method will come in the form of advertising and creating a small group of tram users in order to document their individual travel. This user group will allow a wider range of photography which in turn will limit any biases that could appear if one single person was doing the research.
Historical Background – Camera Journals within PAR An emerging method of research within Participatory Action Research is Photovoice. Photovoice is a form of research whereby the participant uses photography to document their community, specifically their personal lives (McIntyre, 2008). The process begins with the participants documenting their lives through a number of photographs which are then described in detail by the participants. This form of descriptive photography provides a vast amount of personal information on what the community values and is concerned about. The key to this form of information is that it allows people outside of the community insider information in quick visual sense.
Results and applications Initial results with a test student illustrated the unease of public photography. Her feedback: -The nature of the photography is impersonal and intruding. -Could be seen as a rude action, possible backlash? -Proposed use of disposable cameras would not be ideal because of the intruding flash, loud winding movement in loading the film. -Could all the research be done by one individual since “I know what I want.”
The relevance of this form of research, as McIntyre describes (2008, p.24) is that it is “not fixed…rather, they (the pictures) were entry points into yet more questions, more opportunities for reflecting on how to most effectively develop a photovoice project.” This form of participatory action research has relevance to this project because it visualises personal lives and stories, illustrates peculiarities in uses and events of importance. This in turn focuses the project to relevant issues that are of importance to society.
Response to initial feedback: I agree that photography in public raises privacy issues which need to be dealt with. It has been suggested by fellow student’s that the tram driver should be approached in order to receive their consent. 25
1.7.5 Conclusion
As for the disposable camera, I agree the noise could be intruding and awkward; yet they offer the ability to give out to researchers, use and simply post back. This is simpler than downloading photos due to time restraints. An added positive is that it is impossible to delete any photos that could be deemed unusable because they are out of focus for example; which could offer research information. As for the final comment, I do not believe one sole person constructing this camera journal is of any use; it will allow biases to appear and only highlights certain area of travel. On another level, the photography is not about what I want, indeed the research originates in order explore current transport peculiarities. Indeed if I were to constrict the process then it not only limits the scope of the project, highlighting an ignorance of the importance of research in general to the design process.
The exploration into research approaches has briefed the project in understanding specific research methodologies and their application. A case in point is the proposed three dimensional participatory research toolkit. Whilst the idea has been explored in case examples, the toolkit could not be appropriately designed and used without understanding the core of the methodology.
Overall the test highlights the need to explain the intention of the camera journal to the researcher. The initial miscommunication compounded the personal concerns of the test user. This in turn caused unease in constructing the journal, making the task somewhat of a burden rather than simple photography when commuting daily.
`.7.4 Survey The construction of surveys will be used to research specific groups within the society. The first survey will be constructed to target businesses on Sydney Road, where a yearly festival closes the street entirely to traffic. This in turn offers insight into how street dynamics change without traffic, creating a window into future scenarios. The survey will be printed out and physically handed to vendors with a stamped and addressed envelope. The second survey will be used in conjunction with tram interviews in order to research current tram users. As with the Sydney road survey, this survey will examine user perceptions of what current tram transport is and how it could be.
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1.8 Design Refinement and Process 1.8.1 Initial Explorations The process of modelling the toolkit began (figure 1.8.1 & 1.8.2) with modelling concepts in CAD. It was intended to use the universities new resources to produce the model; namely the laser cutter and a program called lamina. Lamina, a specialised modelling program, can produces two dimensional plans for three dimensional objects. Unfortunately both the software the laser cutter was not online until mid semester. This resulted in other modelling processes being used in order to develop the toolkit.
1.8.2 3D Participatory Research Toolkit Version 1 The process of creating the participatory action research toolkit moved to foam modelling. This modelling initially consisted of creating a basic block work toolkit that comprised different shapes and sizes. This allowed the user to create different layouts of trams in a broader context. This was further developed with an array of primary shapes which extended possible use patterns.
figure 1.8.1 Intial CAD Model of Proposed PAR Toolkit.
The peer and mid semester feedback from this system was that its layout limited its use. The comment was made that the block work was vague and had little detail. This would limit the conversations within the research to be vague and broad based. The suggestion from the peer group was to explore both the exterior and interior of the tram. This would allow experiences to be explained and explored through the physical forms.
1.8.3 3D Participatory Research Toolkit Version 2 The second iteration of the toolkit looked to address the shortfalls of the first toolkit. In this version the tram was created by constructing a box frame work (figure 1.8.4 & 1.8.5). This framework, made from plate and right angle steel, looks to involve the user in both the construction of the interior and exterior of the tram.
figure 1.8.2 Development of Intial CAD Model of Proposed PAR Toolkit.
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The exterior was created by laser cutting panels in cardboard. Strip magnets are attached to these panels, which allow them to be easily attached and removed. The interior of the toolkit was constructed out of a sheet metal platform onto which foam furniture can be attached. The foam forms have magnet strips on the base so that they can be attached in various positions. The peer feedback of the prototype (figure 1.8.6) was that the structure itself is an improvement in that there are a multitude of different setups the toolkit can take. This adjustment will allow a greater range of exploration for the participants, increasing the possibility of valuable insights. The constructive criticism was that the form was heavily built; this could restrict the movements that the participants make. The suggestion was that the form could be opened up by deleting one of the side struts. This could allow the structure to be opened in a mental sense, removing the restrictions the toolkit could have in flexibility terms. The final suggestion was a change in construction method could be appropriate. The possibility was raised as to whether sheet metal could be used.
figure 1.8.3 3D PAR Toolkit Version 1.
1.8.4 3D Participatory Research Toolkit Version 3 The third iteration of the toolkit was constructed out of 1mm sheet metal. The frames were cut and folded out of this material, and were joined to a u-shaped base by spot welding. The resultant structure was strong, light and open. Initially the middle carriage was constructed to test the technique. Upon presentation to the group it was suggested that the form could have interior panelling to represent actual trams. The interior will be further enhanced with the inclusion of scale foam furniture and bar work. This will allow a realistic representation of the components that make the trams. In a physical sense the forms should be raised to simulate the actual tram ride height. To add perspective to the form, scale cut outs of people will be constructed and placed within the
figure 1.8.4
figure 1.8.5 Construction of the PAR Toolkit Version 2.
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tram. From an overall perspective, the peer group suggested that the toolkit should have a complete tram foot print. This involved another two structures that would be interconnected to actually represent a scale version of a tram. The construction of the toolkit became the basic framework. Sheet metal was used to construct the outerall form, which was welded together with a spot welder. This created a strong box section that was substantially lighter and accessible for the user. I found this process enjoyable since this was the first time had attempted basic sheet metal forms. The spot welder was of particular interest because for the first time I could weld my objects. In previous projects I had to rely on workshop staff; which caused significant time delays. Once all three box sections had been constructed, a floor system was fabricated in order to create a realistic sense of dimension. Here I used wooden spacers that were finely milled to achieve the specified height. I had previously attempted making a folded sheet metal floor. This was not successful because I could not achieve a perfectly square form.
figure 1.8.6 Completed PAR Toolkit Version 2.
The second phase of the project relied on Solidworks to create the outer acrylic panels. After careful measurements had been taken, they were individually drawn in CAD. This then was followed by paper and medium density fibre board (MDF) templates to insure the correctness of the panels. These parts were then transferred to the laser cutter in order to cut the panels to size. The trouble began when the laser cut acrylic panels were bent. I had specified a curve on the top of the panels to mimic current trams. This caused great difficultly because the acrylic would either break or bend significantly out of shape during the process. Initially I bend the acrylic by heating it on a strip heater and forming it over a metal tube. This was unsatisfactory in that neither the bend nor panel was
figure 1.8.7 Filing and sanding the box end structures.
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square. A second attempt was made by forming a blank panel to the specified bend, then laser cutting the specific part and finally trimming to size. This also was not successful since the circular saw chipped the radius edge when cutting. The final solution was to cut the blank panel on the laser then construct a jig. Here I used the negatives of the part to create MDF moulds. These were then nailed to a large section of chip board that had the approximated radius routed on the edge (figure 1.8.12). The panel was then heated a hot as possible in the vacuum forming machine and placed on the jig. The negative MDF cut outs located the part while a board was pressed on top to cover the part completely (figure 1.8.13). When this was secured a second board was used to roll the molten material across the edge. This was held into position for a number of minutes with compressed air was used to cool the part complete. Finally the jig was clamped together for 15 to 20 minutes to let the part set. This technique was eventually successful, though numerous panels were broken in the process.
figure 1.8.8 Bending the sheet metal parts figure 1.8.9 Spot Welding the form together. to specification.
While this process bent the panels to approximate shaped, tolerances were lost due to shrinkage. I had specified 5mm overhang horizontally on all panels to hide the frame. In the process of bending, this was lost completely, resulting in a polystyrene spacer panel to be introduced to in order to regain some of the origin specification. Likewise, windows were specified in the original design. These were to be constructed out of 2mm acrylic in order to achieve a rebated appearance. Even with a negative mould, the panels moved and shrunk to an extent where no windows fitted. The solution was to attach acetate panels at the rear of the side panels.
figure 1.8.10 Checking demensions of form.
figure 1.8.11 Completed box sections.
Once formed, the outer panels dictated the inner panel layout. This was traced and transferred into CAD to create accurate models. This took considerable time since all the panels were different due to shrinkage. The rest of the fabrication time was spent constructing small elements which represented a tram. This included scale furniture constructed
figure 1.8.12 Acrylic cutout and jig
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figure 1.8.13 Completed Jig Side View
out of acrylic templates attached to foam. I also constructed central light posts, a bar system and scale people to offer a realistic interpretation of what encompasses a tram. The completed tram is mounted on spacer on top of an MDF plinth in order to make the tram appear real. This formality allows the tram to move beyond a caricature of a tram, and allow people to seriously use it as a tool to communicate.
1.8.5 Survey Results A survey was developed and distributed to 20 vendors with a self addressed envelope. The survey aspired to understand Sydney road businesses from a everyday and street festival perspective. Special focus was given to how the street dynamics changed when the festival is on. It was hoped that this could explore how a city centre dynamic would change with an absence of the automobile.
figure 1.8.6.14 Heating the acrylic cutout in the vac forming machine.
The surveys were distributed in week 12 with attached self addressed enveloped. To date no surveys have been received, making it difficult to explore Sydney road as a case example. Between pre major and major these businesses will be contacted and again asked to do the survey. It is still felt that the survey is a relevant form of research in exploring ideas of car-free city centres.
1.8.6 Camera Journals Introduction The technique of camera journals will document current users, asking users to create a window of their daily travels. This form of photography will capture tram travel in an effort to identify micro events that offer insight into future uses of tram transportation. figure 1.8.15 The finished toolkit, ready for use.
Initially a poster was distributed advertising for volunteers to participate. A total of five participants responded to the poster. Each 31
travelled on a different tram line, allowing insight into how different suburbs interact with trams. Participant 1: Route 96 This series of photographs were taken on the participant’s journey home on the route 96 tram. This tram travels to from Elizabeth Street in the central business district to East Brunswick. Travel was at an off peak time, resulting in a small number of people travelling on the tram. This created some interesting photographs which explored how individuals situate themselves on a tram. Below are the results. The following four pictures depict the behaviour of individuals when travelling by tram. As figure 1.8.16 and 1.8.17 illustrate that the actual entrance bar work can be subvert in form as a bracing system. The other two pictures describe the seating of a tram, and how people interaction; in the case of 1.8.19 the gentleman is reading his newspaper.
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figure 1.8.16
figure 1.8.17
figure 1.8.18
figure 1.8.19
figure 1.8.20
figure 1.8.20
figure 1.8.21
Figures 1.8.20 to 1.8.22 The following images continue to observe the relationship commuters have with the interior of a tram. Of interest is figure 1.8.21, it depicts a gentleman sitting behind the ticket machine. The space is somewhat awkward in that it seems at afterthought. The man is cramped and the machine seems to impede his vision. This photo illustrates the need to understand spaces and the impact they have on the occupant. In this sense, the retro fitment of the ticket machine has created an inefficient space that is hostile to users.
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figure 1.8.22
figure 1.8.23
figure 1.8.24
figure 1.8.25
figure 1.8.26
Figure 1.8.23 to 1.8.26 The following again look at the interior of a tram, but in a more conceptual manner. Of interest is 1.8.24 and 1.8.25, these images communicate relevant ideas of current tram travel. In the case of 1.8.24, it depicts a common vision of when commuters reach for the rail aid. This picture offers insight into how a variety of people could this system. Indeed how could a colour person perceive this aid when it is lite against harsh interior lights? As for figure 1.8.25, the rubbish left on the seats questions whether rubbish bins should be installed on trams.
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figure 1.8.27
figure1.8.28
figure 1.8.29
Figures 1.8.27 to 1.8.30 These images explore the interior use of tram; specifically seating. All the figures illustrate how seats can be used in different purposes, such as sitting on the edge along the walkway. This prompts the question as to whether the seats should be adjustable or removable to cater for this behaviour.
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figure 1.8.30
Participant 2: Route 1 The following photographs depict the participant’s journey up Swanston Street. The series was taken during the early afternoon, the subsequent tram being approximately half full. The photographs appeal because they illustrate the variety of people who travel in the city centre. Of special interest are the short trip travellers. These people board the trams for a short time duration, offering a comparison to long distance passengers who travel through the city centre. Figures 1.8.31 to 1.8.34
figure 1.8.31
figure 1.8.32
figure 1.8.33
figure 1.8.34
These photographs again look to the interior of tram, the difference being they have been taken on an alternative route. Whilst similar to previous pictures, figure 1.8.33 is of interest in that it shows a person reaching for the pull cord. This cord operates the signal to the driver to stop at the next stop. The interesting note here is that the person reaches for the cord whilst the tram is moving. This asks the question as to how people, other than able bodied citizens, would operate this system. The difficultly involved illustrates that the project need to consider other options in order to involve the majority of society.
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figure 1.8.35
figure 1.8.36
figure 1.8.37
Figures 1.8.35 to 1.8.38 The pictures again explore the above mentioned idea of how people use the interior of a tram to travel in a safe and comfortable manner.
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figure 1.8.38
figure 1.8.39
figure 1.8.40
figure 1.8.41
Figures 1.8.39 to 1.8.42 The following photographs show more interior travel in trams. Of interest are figures 1.8.39 to 1.8.40, which are quite blurred in form. These pictures illustrate the substantial forces generated when a tram accelerates or stops. The design solution must take this into consideration as to how commuters can safety stand up and move around in the moving vehicle.
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figure 1.8.42
Participant 3: Route 59 The third participant documented his daily travel to university on the route 59 tram. This tram leaves from Airport West and travels to the city centre, arriving on Elizabeth Street. The participant not only photographed the tram trip, but the entire journey. This included the process of travelling to the tram stop, waiting and finally boarding the tram. This is an important point because it allows tram travel to be captured in holistic sense. figure 1.8.43
Figures 1.8.43 to 1.8.44 In contrast, these photographs move beyond the actual tram to explore the entire journey. The two images illustrated the difficulty in tram travel, where platforms are located in inconvenient places. In addition the timetable has a small type face, making difficult to understand for people who are not able bodied.
figure 1.8.44
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figure 1.8.45
figure 1.8.46
figure 1.8.47
figure 1.8.48
figure 1.8.49
figure 1.8.50
figure 1.8.51
figure 1.8.52
Figures 1.8.45 to 1.8.52 The following images document the process of waiting for a tram, boarding and initial travel. They illustrate the many steps taken to travel by tram.
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figure 1.8.53
figure 1.8.53
figure 1.8.54
figure 1.8.55
figure 1.8.56
figure 1.8.57
figure 1.8.58
figure 1.8.59
Figures 1.8.53 to 1.8.59 The following photographs continue the previous images in depicting a holistic representation of a tram journey. Of particular note are the boarding / departing photographs (figure 9.55 & 9.58). They illustrate the significant height needed to be climbed in order to board the tram. Even with railings and high grip flooring, this is a difficult manner to enter / depart a tram. Even the modern low floor trams such as the Siemen have a rise to climb. This illustrates the needs to address tram stops that do not have a raised platform in order to be inclusive to society.
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Participant 4: Route 8 The fourth participant documented travelling by tram to work in the central business district. Emphasis was concentrated on personal activities that prepare participant for work. This offers insight into different manners of travel; in particular how people use the interior space of the tram differently. Figures 1.8.60 to 1.8.66 These photographs are of note because they depict the very start of tram travel. Whilst travelling to the tram stop, it is apparent that this journey is of importance in a sentimental manner. Here icons of the neighbourhood are highlighted in travel figure 1.8.63
figure 1.8.60
figure 1.8.61
figure 1.8.62
figure 1.8.64
figure 1.8.65
figure 1.8.66
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figure 1.8.67
figure 1.8.68
figure 1.8.69
Figures 1.8.67 to 1.8.70 These pictures show the process of waiting by the tram stop. As can be seen in the background, the weather is particularly overcast. This offers insight into how trams appear in bad weather. The dull grey colour of the tram could be easily mistaken for people with reduced vision. This prompts whether trams should have a more prominent communication and colour system.
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figure 1.8.70
figure 1.8.71
figure 1.8.72
figure 1.8.73
figure 1.8.74
figure 1.8.75
figure 1.8.76
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figure 1.8.78
Figures 1.8.71 to 1.8.78 The photographs offer insight into how commuters personally use tram transport. Figure 1.8.77 is of interest because it shows that commuters are willing to undertake personal activities in a public place. While checking ones makeup does not push social boundaries, its occurrence in a full tram communicates the relaxed nature of tram travel.
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figure 1.8.79
figure 1.8.80
figure 1.8.83
figure 1.8.84
figure 1.8.81
figure 1.8.82
Figures 1.8.79 to 1.8.84 The figures show how tightly commuters pack themselves into peak time trams. This suggests whether trams could have a flexible interior which can carry more people during peak time. This could happen through reducing formal seating, and creating a standing room only environment.
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Participant 5: Route 109 This participant photographed his journey home via the 109 tram from Box Hill shopping centre. After catching the tram to Box Hill station, the participant boarded a travel that travelled through Mont Albert to Kew. Of note is the fact that this trip differs from any other camera journey. The tram, in this instance, is a segment of the participant’s journey rather than being the sole mode of mobility. This allows insight into how public transport operates when it interconnects.
figure 1.8.85
figure 1.8.86
figure 1.8.87
figure 1.8.88
figure 1.8.89
figure 1.8.90
Figures 1.8.85 to 1.8.90 These images depict off peak travel tram travel from Box Hill to Kew. The low volume nature of this particular journey show how individuals move and situate themselves. Of note is figure 1.8.90, which illustrates that even in an empty tram, some people prefer to rest again the bar work. The investigation thus needs to explore how short trip commuters could interact with the interior other than the railing system.
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figure 1.8.91
figure 1.8.92
figure 1.8.93
Figure 1.8.91 to 1.8.94 These photographs show the interaction less able bodied people have with current trams. Even though this is a low floor Alstom tram, the gentlemen with the walking stick found it difficult to board, move around and ultimately sit down. This communicates the need to offer a design response to suburbs who do not have raised platforms on their tram stops.
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figure 1.8.94
figure 1.8.95
figure 1.8.96
figure 1.8.97
Figure 1.8.95 to 1.8.98 The final images in this camera journal depict what happens when the final destination is reach. Leaving the tram can be difficult in that on coming traffic are still on the roadway. Figure 1.8.98 illustrates the fact that tram travel is not a single identity. Often it is used as a feeder network to reach another forms of mobility; in this case the bus system.
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figure 1.8.98
Conclusion
Swanston Street 5.5.09
The camera journals have illustrated to the project the distinct individuality of tram travel. Each participant travelled in their own unique manner. This allowed small events of non significance to the participants to be captured with photography. An example of this is participant 4 and her method of apply makeup while the tram is in motion. This shows how open and friendly the environment of tram travel must be in order apply in order to advertise such a personal activity. On another level, this example shows the relationship with people and the interior of a tram; specifically how people interact with the bar work to position themselves.
Swanston Street is of significance to the project because it is a representation of how a car-free environment could operate in a future context. Swanston Street by day is closed off to the general public. Only trams, business vehicles, taxis, tourism and cyclists can use this road by day. This allows a miniature representation of a future Melbourne where general commuting by car is banned. The observation wishes to explore the dynamics of this roadway to understand how the road differs from open access areas of the city centre.
The camera journals have provided interesting insight which will brief the project as to how individuals use trams. The journals communicate the need to consider the entire travel of a commuter rather than just the tram trip. This will inform the project into possible future uses for trams, not only from a personal mobility sense.
1.8.7 Observational Research Introduction: Observational research stems from the research methodology of ethnography. In ethnography, the researcher immerses themself in the lifestyle and cultural groups being studied (Dawson, 2007). It specifically seeks the everyday nature of behaviour and as a result the hypotheses are often not formed at the beginning of the research. In the following case examples photography is used in order to observe Swanston Street and Box Hill tram stop by night. This will educate the project as to how street dynamics change in terms of vehicle use and public behaviour.
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Conclusion The observation of Swanston Street offers substantial insight into a proposed car-free city centre. Even with restrictions placed on general car transport, the road is extremely congested with a vast array of traffic. This is most notable at tram stops; where traffic such as bicycles, vans, taxis all have to negotiable small, often crowded spaces. Whilst this is a major roadway with the city centre, it is clear that even with the absence of public automotives, city streets would still carry large quantities of other vehicles.
Of particular interest to this project was the movement of freight. The significant observation that can be drawn is the large number of small freight businesses that operate on and around Swanston Street. This illustrates to the project that any design response that aspires to move freight must integrate small business. To ignore these operators would results in a solution that is not realistic in the way reality operates.
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Box Hill tram stop: 6.5.09 This observation is of the Box Hill tram stop. This new form of tram spot has been integrated into the traffic island in the Box Hill shopping district. The stop contains the actual tram platform, two cafes, car parking, pedestrian crossing and public toilets. The station prominently feeds of the railway station which delivers large quantities of commuter during peak hours. The observation is interested in the tram stop dynamic at night time. This comparison will educate the project as to how public transport dynamics change throughout the day and what affect this has on passengers.
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Conclusion It is clear by the examples shown that the stop takes a decidedly awkward feeling by night. In reflection, the lighting has a significant role in this. The tram themselves are relied upon to light the area. All other street lamps pale into insignificant. This creates a feeling that the tram stop is a place to move through, rather than stay. This is confusing since one of the cafÊ’s was still open at the time of observation with customers. The example of the Box Hill tram stop illustrates the need to design a space that is effective throughout the day. Box Hill is not satisfactory in this sense; it creates an intimating space for commuters who hurriedly move in and out of the tram.
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1.8.8 Sketches This was the first tram sketch I attempted. The drawing was sketched through an underlay that was provided by my lecturer, Dr. Scott Mayson. While it is very similar to the underlay in appearance, I have attempted to slightly alter the original sketch whilst keeping the perspective. This was as a result of not being confident with my ability to keep a correct perspective when changing the form substantially.
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This sketch, dating the 24.5.09, which explores developing a tram form. I had great trouble initially achieving the correct perspective when drawing trams. This was due to my tendency to sketch a tram like a product; from above. Once I had established a user perspective of a tram, as this drawing depicts, I was one the path to sketching realistic tram forms.
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This sketch, also dating the 24.5.09, explores the correct perspective of a tram. The sketch is a lot more resolved that the previous sketch, with more attention being paid to line weights. The sketch looks to explore the viability of a tram stop with an interchange. This would drop off passengers, and then move to another bay to unload the freight.
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This sketch, dated 27.5.09, was born from a conversation with transport design specialist, David Flynn. The exploration concerns whether a tram could be shaped like a fish skeleton with attaching freight segments.
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This sketch (dated 28.5.09) is a development from the conversation with David Flynn. Here I am exploring whether the fish bone idea of a tram structure could be applicable for both freight and commuting.
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Dated (31.5.09) this sketch is an attempt create a high quality drawing. Emphasis has been focused on line weights, shadow lines and correct perspective. While it is not perfect, it is an improvement from the starting point.
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This sketch (dated 31.5.09) is looking to develop what a tram could be. Previous forms were quite utilitarian in shape. This form is echoing modern tram design which feature complex curvature in form construction. The idea is an initial exploration as to whether a doubledeck tram could be a viable design response.
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This form study (dates 2.6.09) looks to concentrate on the middle carriage of a tram in the development of freight transport capabilities. In this case, modular units are attached on each side of the tram so that small goods can be carried and removed with ease.
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This final example of my sketching folio, although ruined by the scanner, is the best example of my sketching to date. Here the perspective is close to perfect with good line weighting. The sketch itself looks to explore the modular freight carriage that could be in the middle of the tram. This sketch is an attempt to visualise the subsequent entire tram.
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10.0 Conclusion of Pre Major On numerous levels, this semester has allowed me to compile a firm grounding which will brief the major project. Approaching the topic, the vastness it covered was frankly intimidating. The previous semester had provided a superficial taste of the project direction; yet focusing the project caused great confusion over the holiday period.
The process of researching this toolkit has considerably educated my understanding of tram elements. In taking time to consider and comprehend what a tram is has allowed element arrangement to take place. These major components represent what a tram is from a social perspective. This allowed specific elements to be represented in the toolkit to spark participant’s memories or experiences. I feel this aspect will be important in the design phase where importance on particular areas can be understood and highlighted.
Initial research was very much traditional in that it relied on publications for direction. This allowed a justification of the project from many perspectives; from social to environmental. This was undertaken early in the semester, in doing so giving a sense of confidence in that I realised my project topic had relevance to society.
From an academic perspective I feel the semester has followed my initial intentions. My grade aim was a distinction at the beginning of the semester. I chose this mark because while it is difficult to achieve, it is realistic at the same time. Overall I feel I have accomplished the grade attributes because my emphasis has been to look across all aspects of my project in order to understand it from a holistic sense. While I certainly don’t believe working hard equates to grade achievement, I feel I have consistently worked in an open and inclusive manner.
The application of research methods within this class was particularly interesting. I have always enjoyed the process of research in order to comprehend and explore a problem. The use of distinct research methods in this project allowed an exploration into society from a number of perspectives. Together, this had created a level of understanding into society’s relationship with tramways. I particularly found the concept of observing and understanding through ethnographic manners inspiring in the comprehension of the real world. This really drove my design mentality; understanding and embracing how the real world operates; rather than just a fabrication in order to suite my own opinions.
What prompts the major project is the understanding that tram travel is a complex system which needs to be briefed from an understanding of the system and the users. Tramways have significant value to Melbourne both in terms of utilitarian travel and society history. This will be considered in the major project; as the design needs to link Melbourne’s significant past with future visions of use. This will allow a relevant design solution that is applicable to the Melbourne surrounding.
Participatory action research was a focal point within this project. Likewise with ethnography, the technique relies on understanding people and their experiences. What differentiates this technique from the others used in the project is its adaptation. Participatory action research is traditionally formal in that conversations are recorded as the research. The adaptation of this technique into a three dimensional sense created a tangent that differs to convention. While similar examples exist, they consider the research in a conceptual and abstract sense. The research and construction of the toolkit offers the ability for people to example themselves in a form other than spoke language.
The design proposition for the major project will be based from the pre major investigation. Here I will apply the knowledge gain in such areas as social interaction, inclusive design, freight movement and forecasts in city planning to create a project is briefed in a holistic sense. This will allow the creation of a tram design that acknowledges past values of tramways whilst addressing future society needs; such as freight movement in an inner city environment.
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11. Pre Major Bibliography 12.Downton, P., (2004), “Design Research,” RMIT University Press, Melbourne Australia.
1.Banister D., (2005), “Unsustainable Transport – City transportation in the new century,” Routledge, Oxfordshire, England.
13.Douglas M. (Ed), (2005), “Tramjatra – Imagining Melbourne and Kolkata by tramways,” RMIT University Press, Melbourne England
2.Banister D. (Ed.), (1998), “Transport policy and the environment,” E & FN Spon, London, England.
14.Falcocchio J. & Cantilli E., (1974), “Transport and the Disadvantaged,” Lexington Book, London, England.
3.Baracco M., Di Lanzo F., Dyring S. & Reyes J., (2002), “dia – architecture thesis projects 2000-2001,” RMIT University Press, Melbourne, Australia.
15.Gilbert R. & Perl A., (2008), “Transport Revolutions – Moving people and freight without oil,” Earthscan, London, England.
4.Buckley R., (1975), “A History of Tramways – From Horse to Rapid Transit,” David & Charles, London, England.
16.Gray C., Malins J., (2004), “Visualizing Research – A guide to the research process in art and design,” Ashgate Publishing Ltd., Aldershot, England.
5.Centre of Design, RMIT, (1997), “Introduction to EcoReDesign,” RMIT University, Australia.
17.Greenwood D. & Levin M., (2007), “Introduction to Action Research,” Sage Publications, Thousand Oaks, London, England.
6.Clarkson J., Coleman R., Keates S. & Lebbon C., (2003), “Inclusive Design – Design for the whole population,” Springer Publishing, London, England.
18.Grubb M. & Vrolijk C. & Brack D. (Eds.), (1999), “The Kyoto Protocol – A guide and assessment,” Royal Institute of International Affairs, London England.
7.Corbin J. & Strauss A., (2008), “Basics of Qualitative Research 3e,” Sage Publications, London, England.
19.Hall, P, (1990), “Managing growth in the world’s cities,” Planning the Toronto Region: Lessions from Other Places, Canadian Urban Institue, Toronto.
8.Crocket P. & Redvers-Mutton G. (Ed.), (2002), “Interaction Design,” John Wiley & Sons, United States of America.
20.Hill B., (1993), “Industry’s integration of environmental product design,” IEEE International Symposium on Electronics and the Environment, Virginia, IEEE.
9.Day C., (2003), “Consensus Design – Socially inclusive process,” Architectural Press, Oxford, England. 10.Dawson, C, (2007), “A Practical guide to research methods,” How To Books, Oxford, United Kingdom.
21.Jeffcott M. & Forsdike N., (May, 2001), “International Railway Journal”, International Railway Journal.
11.de Vaus D., (2001), “Research design in social research,” Sage Publications, London, England.
22.Julier, G., (1993), “20th Century Design and Designers,” Thames and Hudson, England.
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23.Evamy M. & Roberts L., “Insight – a guide to design with low vision in mind,” RotoVision, England. 24.Keenan, D., (1985), “Melbourne Tramways,” Transit Press, Australia. 25.McKay J., (1976), “Tramways and Trolleys – The rise of urban mass transport in Europe,” Princeton University Press, Princeton, New Jersey, United States of America. 26.Mees P., (2000), “A Very Public Solution – Transport in the dispersed city,” Melbourne University Press, Melbourne, Australia. 27.Park P., Brydon-Miller M., Hall B. & Jackson T. (Eds.), “Voices of Change – Participaroty Research in the United States and Canada,” Bergin & Garvey, Wesport, United States of America. 28.Pederson E., (1980), “Transportation in Cities,” Pergamon Press, Oxford, England. 29.Seale C. & Gobo G. & Gubrium J. & Silverman D. (Eds.), (2004), “Qualitative Research Practice,” Sage Publications, London, England. 30.Underwood, R T, (1990), “The Traffic Managament: An Introduction,” Hargreen Publishing, Melbourne. 31.Vigar G., (2002), “The Politics of Mobility Transport, the environment and public policy,” Spon Press, London, England. 32.Whitelegg J. & Haq G (Ed.), (2003), “World Transport – Policy & Practice,” Earthscan, London England. 33.Whitelegg J., (1997), “Critical Mass – Transport, Environment and Society in the Twenty-first Century,” Pluto Press, London, England.
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34.
www.theage.com.au
35.
http://www.bv.com.au/change-the-world/
Major
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2.0 Introduction The major semester will respond and develop the findings of the pre major studio. The principles of inclusive design will again provide the foundation of the project in order to create a tram relevant to society’s current and future needs. The core of the semester will be derived from the research gain in the pre major studio; particularly the three dimensional research toolkit. This is in an effort to understand individual natures of use; this will allow a relevant concept to be produced which acknowledges and suggests developed tram services in order to serve the needs of an expanding society.
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2.1 Application of the Participatory Action Research Toolkit Research (PAR) toolkit in the project. The emphasis behind the toolkit was to create a research device that explores perceptions of trams within society. The toolkit specifically targets personal experiences in travel, which in turn allows insights into methods of use.
2.1.1 Introduction “Participatory Action Research involves an imaginative leap from a world of ‘as it is’ to a glimpse of the world ’as it could be’.”
Overall, the toolkit has been used on approximately 10 participants. The method of research was to ask the participants two questions:
Wadsworth (1999, p.6) “underlying tenets that are specific to the field of PAR… (a) a collective commitment to investigate an issue or problem, (b) a desire to engage in self- and collective reflection to gain clarity about the issue under investigation, (c) a joint decision to engage in individual and/or collective action that leads to a useful solution that benefits the people involved, and (d) the building of alliances between researches and participants in the planning, implementation, and dissemination of the research process.”
1) What is a tram? 2) How could a tram be? The framework that created the question sought to prompt the researcher / user into general conversation. This begun with a reflection on what the project wanted to gain from the use of the toolkit. This question was resolved with the decision that the project required the input of personal experiences found across the tram system. The questions themselves were an adaptation of a techniques taught by Dr Soumitri Varadarajan, which seeks to explore and define a subject in clear and simple manner.
McIntyre (2008, p.1) In response to the concept of participatory action research, the project created a three dimensional toolkit. The toolkit sought to find and explore perceptions of current tram travel within current user groups. As described in the pre major section of the thesis (1.7.1), the toolkit was developed in a number of iterations in order to explore the perceptions of tram travel. It does this by creating an avenue to describe personal experiences in a physical sense, which at the same time offers tangents to develop upon.
A personal emphasis was stressed to all the participants. This is in terms of recounting personal experiences of tram travel when answering of the questions. The above images shown depict the participants moving the scale furniture as the main form of communication. This, together with verbal recounting of journeys created a story of tram travel.
2.1.2 Application
An interesting occurrence in the use of the toolkit was the significance placed on the objects. The majority of the time spent
This semester saw the application of the Participatory Action 74
responding to the questions was found in the arrangement of the furniture. Little time was spent questioning the structure or layout of the tram. Only once in the application of the toolkit did the participant alter the carriage structure of the tram. At no point did any of the participants change the panel structure of the tram to effect the doorway position. This research collection reinforces the importance placed on the interior of the tram. This in turn prompts the design ideation phase in creating various reference points to work upon.
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2.1.3 Results
Figure 2.1.1 to 2.1.8 Application 1 The pictures described in the following images show the first application of the toolkit. Among a total of six users, the toolkit was used in order to discuss and develop upon previous experiences. Of note was the response to the second question, whereby it was decided that a minimum of seating is preferable in order to maximise standing room for short trip passengers.
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Figure 2.1.9 to 2.1.14 Application 2 In the second application of the toolkit, the user’s was identified as a commuter who lived in the outer suburbs. It was identified that more seating should be provided within the tram as a result of longer trips. Here the emphasis went beyond commuting passengers, rather to users for which use trams for general living requirements; such as shopping.
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Figure 2.1.15 to 2.1.20 Application 3 In the third application of the toolkit, the prominent development was the importance shown in leaning bars. Here it was decided by the researcher that the tram should focus on the leaning bar for short trip journeys, while providing seating for less able individuals. Of note was the opinion that modern trams accelerate quickly, so dividers among the bars and seating would be good to hold and support passengers.
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Figure 2.1.21 to 2.1.26 Application 4 The fourth application of the toolkit confirmed the relevance in designing for short trip commuters within the CBD. The researcher defined the need for more leaning bars so that space could be used more efficiently during travel.
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Figure 2.1.27 to 2.1.33 Application 5 The fifth application of the toolkit came from a user from the outer suburbs. The contention here was the need to sperate the tram into long and short trip passengers. In this scenario the long trip passengers would be seated at the found of the tram, with short trip passengers at the rear. Again, the short trip passengers would have a small amount of seating with leaning bars in order to maximise space.
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Figure 2.1.34 to 2.1.36 Application 6 The sixth application of the toolkit came from a user within the CBD. Their main concern was the use of space within the tram. Here it was identified that flat floors that were easily accessible would enhance the journey. Once more, the amount of seating should be reduced in order to maximise space.
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Figure 2.1.37 to 2.1.41 Application 7 The seventh user lives in the outer suburbs, and only uses tramways to move around the CBD. Her emphasis was on accessibility when the trams are crowded. This included more bar work on the entrance in order to get in and support oneself safely. Less seating was preferable, with the middle carriage being used for standing room only passengers.111
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2.1.4 Themes Raised
layout of the tram. Only once in the application of the toolkit did the participant alter the carriage structure of the tram. At no point did any of the participants change the panel structure of the tram to effect the doorway position. This research collection reinforces the importance placed on the interior of the tram. This in turn prompts the design ideation phase in creating various reference points to work upon.
In the course of developing and applying the PAR toolkit, there have been a number of themes raised. These themes allow insight into personal experience of tram travel, and how it could be improved from future users. The following themes have been developed from the PAR toolkit. 1). The significant of the interior in the overall judgement of tram travel. 2). The need for accessibility when both entering and existing a tram. 3). Space usage within tram travel; specifically the different needs of travels across suburbs and the city centre. 2.1.5 Response to feedback The themes generated from the application of the PAR toolkit have been directly applied into the concept design phase. This has briefed all aspects of the tram design, from the mechanical requirements to general passenger interior flow rates. In the following chapters, the general themes are discussed across the entire design process, illustrating the manner to which personal experiences have informed and shaped all subsequent areas of design development in the creating of the final proposal. 2.1.6 Reflection An interesting occurrence in the use of the toolkit was the significance placed on the objects. The majority of the time spent responding to the questions was found in the arrangement of the furniture. Little time was spent questioning the structure or 83
2.2 Freight Exploration 2.2.1 Observational research
interrupt passenger service.
The observation of freight systems started in the pre major semester whereby photography was use. This allowed the project to gain insight into the different manners of freight that exist in order to feed society various needs.
Freight Transportation within the tram: An option that was initially explored was the possibility of combining freight transportation within the structure of the tram. This was defined with the movement of seal containers that could be destination specific.
Of interest to the project, is the significant amount of small freight operators that exist. This manner of freight allows varied objects and services to be distributed around heavily populated city centres.
During the early exploration of this process the tram took various shapes and sizes. In a multitude of configurations, freight modules were positioned within commuter carriages as well as detailing their own carriage within the tram.
2.2.2 Idea generation Concept generation regard different methods of freight transportation started in the pre major semester. This ran concurrently with the observational research of current freight methods. This allowed the insights to be quickly translated into concepts within tram travel.
It became clear within this process of exploration, that the freight needed to be defined in order to resolve the concept. The nature of module transportation results in the amount of goods that can be carried is limited. The process is directed to small business within the CBD due the reduced amount of freight can be carried. In this instance these businesses, such as a cafĂŠ or small clothing store, would take regular deliveries of small product. This could allow for ‘sealed’ modules to be dispatched from wholesalers, delivered to the closest tram depot and then loaded onto the relevant tram. The tram would then deliver the module to the relevant tram stop within the CBD. The modules size would ideally suite the inner city dispatch to freight bicycles or small electric delivery vehicles.
The initial developments surround the method of module units which would clip in and out of the tram itself figure (2.3.4 & 2.3). This was prompted by small companies which require small quantities of freight in a regular sense in order to operate effectively. An example observed are inner city cafes which receive small quantities of raw ingredients Over the mid year break, these ideas were further developed through explorations in different tram structures. This process involved breaking the concept of a tram into its core components. This separation allowed for the trams structure to be changed and modified in order to emphasise the core needs within a structure of a tram.
The restriction to the system is the reduced amount of freight the system offers to carry. Small modules take up significant a significant amount of room in comparison to the length of an average tram. This is a draw back in that the tram service is not carrying a significant amount of goods in comparison to the amount of commuters.
Further exploration into the logistics of the scenario really changed the direction of the project. At the very core, tram travel is a public transportation. Therefore the service cannot be comprised whilst picking up and delivering the freight modules. The then sets the main brief for the freight service as a secondary feature which does not
The second restriction is that this module of freight transportation absorbs the goods within the tram structure. This has implications in that it interferes with passengers moving off and on the tram with
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workers unloading the freight modules. This creates a platform space that needs to be shared in order to the system to operate. This in turn directly restricts commuter entry and exit of the tram; which detracts from the overall service. This aspect of module freight delivery ultimately led to other avenues being explore. The tram service cannot be impacted, which in turn suggested that the two aspects could be separated in order to refine the system. Freight trailer concept: Iteration 1 The separation of the system led to the development of trailers that could be towed in and out of the CBD (figure 2.2.1). The development looked initially at precedents such as shipping containers in order to offer a ‘sealed’ service. The advantage seen here is the possibility of a company or organisation owning a trailer. This would emulate the current services of freight operators who could control a number of trailers to move certain goods that are relevant to their market segment. The advantage here is through the amount of control the private freight operators have available to them. This affords the opportunity for greater guarantees that be afforded to the consumer since these hands are used in moving the freight. The concept developed the ‘sealed’ concept by creating the trailer so that it could be split from the mechanical running gear in order to allow it to be loaded onto another vehicle. This would allow the container to be privately shipped off to be distributed.
figure 2.2.1
This concept was carried through various prototyping stages in order to prompt the form. The first prototype constructed illustrated the need for versatility in the form. This is in relation to the size and shape of the object. The first model was designed for one pallet as this is the a precedent in the delivery of freight. The issue with the completed model is in the space required for use. After observational research of pallet use in small vehicles such as vans and trucks, it became obvious that there is a need for accessibility within the freight system. This is in term of user access in and out of the unit in order for it to
figure 2.2.2
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operate effectively. This concept was carried through various prototyping stages in order to prompt the form. The first prototype constructed illustrated the need for versatility in the form. This is in relation to the size and shape of the object. The first model was designed for one pallet as this is the a precedent in the delivery of freight. The issue with the completed model is in the space required for use. After observational research of pallet use in small vehicles such as vans and trucks, it became obvious that there is a need for accessibility within the freight system. This is in term of user access in and out of the unit in order for it to operate effectively. Freight trailer: Iteration 2 (figure 2.2.3 & 2.2.4) The second iteration of the freight module saw to improve on the usability of trailer by lengthening the freight space to accommodate two pallets. Additionally, extra space was provided in order for safe forklift operation as well as user accessibility. The emphasis behind two pallet carrying capacity is the added versatility in operation. Single pallet transport is insignificant in comparison to light vans and truck which carry between 2-3 pallets. The increased space in the trailer addresses this problem without create a significantly large trailer space.
figure 2.2.3
In this iteration the concept has developed further by refining the manner in which the trailer would be unloaded. In previous iterations it was envisaged that the pallets could be unloaded manually or actually split from there track mount and loaded onto a different vehicle for distribution purposes. This concept refined this idea through the realisation of forklift dominance when considering unloading and distribution precedents. This redirected the project in the view that forklifts will be extensively used when unloading freight from the tram depots. The freight container has been redesigned into a fixed system in order to tailer for the most realistic manner of unloading.
figure 2.2.4
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2.2.3
Reflection
This section of the project has taken used the present precedents in freight transportation to inform likely scenarios in a future environment. This understanding into the inner city workings of freight movement has allowed the project to be briefed by the standards precedents. This in turn creates a response that is applicable to a future context as it is brief from present reality.
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2.3 System Exploration 2.3.1 Current systems.
Freight Operators: Small Business
Freight Operations: Light vehicles:
Off particular interest to the project was the use of pallets in the delivery of freight to small businesses. This is mainly concerns how the pallets are unload from the vehicle, transported to the vehicle and delivered to the recipient. In specific points within the Melbourne CBD, this is a difficult proposition for the freight operator. Within this are parking is limited, there is a significant amount of people during peak limit, and space for delivery is concentrated to pedestrian walkway.
Within the CBD there is a vast array of small goods freight operators that uses light to medium vehicles in order to delivery specific goods. This can range small quantity orders that are delivered in vans to medium sized deliveries such as pelleted goods to small businesses. Freight Operations: Australia Post Within the CBD Australia post transports freight via medium sized trucks with their own trolley system. The system of uses meshed trolleys to house Hessian bags for generic mail delivery. The trolleys are easily transported by hand in and out of the truck. The trucks feature special hydraulic ramps so that they can be lowered to street height. A similar system operates for dry clean operates (INSERT NAME) who deliver early morning within the CBD.
2.3.2 Observational research. As discussed in the Pre Major section of this thesis (1.8.7), freight transportation is a term that encompasses a wide variety of objects and services. Within this project, the decision was made to identify the small, regular forms of freight delivery that service a significant amount of small business owners within Melbourne’s CBD (1.8.7). This has identified the precedent of small vehicles and light trucks as the main for of transport for this type of freight. If Melbourne were to become a car free environment, the removal of these vehicles and operators would create a vacuum within the business sector. Firstly the businesses would be affected, and secondly the significant number of small freight operators could disappear within the CBD. Tramways can fill this void; buy delivering freight into the CBD, allowing small operators to exist with smaller, more environmentally efficient forms of freight transportation; such as freight bicycles. 2.3.3 Themes raised The themes raised from the observational research into precedents of current freight transportation detail current standards of transportation that can inform future patterns. It is evident that there is a substantial amount of small, varied and direct freight that is moved in and around the CBD constantly. In the case of the postal system, the need for constant services to distribute small quantities to differ-
figure 2.3.1 & 2.3.2
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ent locations is viable and in need. This service, currently occupied by light vehicles, creates the theme that small, regular loads that are constantly distributed can serve the needs of a large percentage of small business in the CBD. The requirements are: Small and manoeuvrable services Accessible to secondary transportation vehicles; such as freight bicycles. Numerous distribution points for suitable amounts of access. 2.3.4 Concept development The initial concept design looked to emulate current system of freight transportation through ‘module’ units. This is meant in the sense of current standards that goods are transported in. In terms of the wider system picture, the proposal of a freight trailer features technology applications in its use. The system is computer controlled with the trailers having specific destinations and routes. Each trailer has an on board computer which communicates with the desired destination in order to be efficiently delivered. The mechanical coupling to the tram is computer controlled so that is can be disconnected at the correct stop without effecting tram timetables. The main concern in developing the system was the intention for it to complement, not affect, the current method of tram transportation. This in turn required a form of separation between the two systems. 2.3.5 Final System Proposal The final system proposed resulted as a refinement of the exploration described in this chapter. The importance here was the resolve the concept into a system that is feasible in a future context but has been briefed from the realities of modern freight transportation.
figure 2.3.3
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figure 2.3.4 & 2.3.5
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figure 2.3.7
figure 2.3.6
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figure 2.3.8
figure 2.3.9
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figure 2.3.10
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The freight would be delivered to relevant tram depots in the outer suburbs. This would operate much like the post office, where the freight is delivered in a sealed unit; i.e. module box or rapped pallet. This would be moved into a distribution storage section of the depot, waiting for the relevant tram. Once arrived, the freight would be loaded onto the freight trailer and sealed, ready for ‘shunting’ onto the tram. The freight trailer would be moved, via a shunting vehicle, onto the tram. The method of connection, much like a train, would be the process of ‘shunting’. The tram would then depart, with the trailer to the desired location along the tram route.
figure 2.3.11
On arrival, the trailer would be located via an under ground track system. This system, much like the manner which together jets land on ships, would locate the tram and connect with the trailer. Once disconnected, the trailer would be guided, by the wire, along the track and into the loading bay. Once arrived, the trailer would be parked in its own bay for unloading / loading, to be ready for a waiting tram.
figure 2.3.12
figure 2.3.13
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2.4 Technology Exploration 2.4.1 Introduction
that by mounting the motors within the circumference of the wheel space can reduce over packaging. This in turn lowers interior intrusion of the drive train.
The technology application within the major project is an important aspect in responding to the research of the pre major. The point of difference from current tram perspectives comes in the response to the themes, rather than pure technical improvements.
A current precedent within public transport is the reuse of energy in trains. Current trains servicing Melbourne are being retrofitted with energy recovery systems in order to ease the overall electrical load on the network. In this situation the train’s braking is used to capture electrical energy which is then stored and used to run the on board services such as the heating and cooling. This effort has begun to combat the energy vacuum that occurs when a train accelerates from standstill. Initial research indicates that this is a major restriction on the current timetabled services, whereby between certain sub stations only one train accelerates at a time.
2.4.2 Response to PAR Themes The significant theme that briefed the technological segment of the project is the need for flat floors within the interior of the tram. Current trams, indeed buses, feature the concept of ‘low floor.’ This has been defined, by transport manufactures as “. The compromise here, as found in the majority of the PAR applications, was in the interior space whereby the mechanical components made significant intrusions into the interior. This in turn impacts the manner in which occupants intact in the interior.
This in turn creates the opportunity within tram transportation to offer a point of difference. Pancake electric motors can be teamed with and energy recovery system in order to maximise energy efficiency with still realising the PAR themes. In this scenario the motors could be reversed under braking in order to generate electricity for utility use within the tram. .
From the first application of the PAR toolkit, it became apparent that the need for accessible access and movement within the tram was paramount. This in turn prompted a research stream into what alternatives could be offered. This specifically dealt with the significant intrusion that the drive train of modern low floor trams have.
2.4.4 Hydraulic Motors (figure 2.4.1) A second option is the application of hydraulic motors that would be pressurised from an electric motor. This option allows small, lightweight pumps to be mounted on smaller tram wheels. An added advantage could be to use automated valves within the pumps; this could switch pressure an electric motor to generate power for braking. The advantage found in a system such as this is the energy efficiency of hydraulic motors, such as found in mining equipment, whereby a diesel engine pumps the necessary fluid that operates the vehicle. The down sign of such a system is the amount of conversions the power goes through in order to drive the tram. This conversion of power has significant amounts of loss associated with the practices, such as through heat and friction.
This theme allowed the running gear, especially the bogies, to be framed within the specific needs of the themes. In this case, the lowering of the floors and removal if cabin intrusion saw the exploration and application of technology not featured in tram precedents. 2.4.3 ‘Pancake’ Electronic Motors The first option in the application of technology to address the PAR themes is ‘pancake’ electric motors. The motors, featured in a number of automotive applications, are slim line electric motors that feature the possibility of hub mounting. The relevant feature here is
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figure 2.4.1
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2.4.5 Energy recovery In terms of the energy recovery system, there a two main options in the reuse of excess charge. The first option is the use of capacitors could be used in order to store excess charge from the motors. The second is the redistribution of this excess power back into the electrical grid. The issue with returning excess power back into the tram system is the charge type used. Tram infrastructure works off a direct current which is then converted to alternating current by an onboard transformer. This is naturally an essential element because for a direct current tram to operate it would need a live rail to act as an earth; this has obvious safety implications.
figure 2.4.2
For this process to be applied to the hydraulic drive method, the pressurised fluid that is generated from braking would have to be circulated through a hydraulic motor which would turn an electric generator. This would then generate electricity that would need a secondary transformer in order to produce the direct current required for the network service. This conversion of power in numerous forms has efficiency losses such as through heat and friction. The amount of conversions detracts from the overall concept. Another option is to mimic the current practises in train development and store the charge for the electric motor or services. This can be done through large capacitors which could be housed in the middle carriage of the tram. This charge could be recused for ancillary devices such as the heating and cooling systems 2.4.6 Structure Design
figure 2.4.3
2.4.6.1 Initial Exploration Through the development of the various CAD and CNC scale models, the form has influenced the structure of the tram. The design
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development has created a large side surface that originally had the intention to be completely constructed in glass. This has implications not only in the structure of the tram, but how its internal infrastructure is constructed. The first example (figure 2.4.2 & 2.4.3) illustrates the design if a conventional method is chosen for the tram design. Here the panels would be segmented and attached to a box like frame which would comprise the basic construction of the tram. Here the lower and upper panels would be non transparent in order to house the basic infrastructure of the tram; cables, attachments, mechanisms etc.
figure 2.4.4
The second proposal (figure 2.4.4 & 2.4.5) is inspired by the Barcelona Pavilion (Ludwig Miles van der Rohe, 1929). The building featured a structure supported by internal walls in order to create the illusion of a ‘floating’ building with an exterior predominately faced in glass. Its application within this project is to propose a tram that is internally supported with a number of ‘pillars’. This would allow an exterior that is predominately glass, giving an illusion of a floating structure. The inside of these pillars could house the infrastructure necessary for the tram to operate. Further work needs to be done in the coming week to assess this proposal, especially in terms of the safety found in large panels of glass. 2.4.6.2 Refinement of concepts Further explorations into the interior of the tram revealed that traditional box like frame. The two underlying factors that lead to this decision were the structural integrity of a tram in and accident and the influence of structure on internal spaces. A façade of glass is appealing to the concept from both and aesthetic and user perspective. figure 2.4.5
Through the use of the PAR toolkit, the advantages of wide viewing spaces became relevant within the design process. A number of participants stressed the importance of an open (refer to appendix 3) tram from a functional and emotional sense. From a function perspective, an open and transparent tram, particular on the sides
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allows the passengers suitable area in order to engage with the surroundings the tram travels through. A quoted example from the PAR notes is when a passenger is uncertain of their destination. Viewed from within, an uninterrupted view (within reason) helps in gauging the surrounding. From an emotional standpoint, and open tram allows a significant amount of natural light, whilst allowing the passengers to see the surrounds they are passing through. This is a relevant point in understanding how people perceive the tram journey, rather than just focusing on a system which attempts to strictly lessen travel times. In contrast, the central structure proposal, while offering a clear point of difference to tram design precedents, had significant issues relating to safe working practices. In terms of interior design, the concept of a central structure allowed the opportunity for a definitive point of difference from current tram precedents. With a central structure, much of the internal requirements can be incorporated into the structure, allowing a seamless structure that incorporates the needs of passengers. The most obvious was the limited amount of side intrusion protection. This has significant consequences both of actual and perceived notions of protection of the tram. 2.4.6.3 Final Concept The final structure chosen was the traditional outer structure to which external and interior panels are connected to. This allows a significant amount of the internal infrastructure, such as cabling, to be hidden within the internal structure. The structure has two distinct modes of use; as a structural component that stressed and a method to attach all necessary panels and internal infrastructure.
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2.5 Concept Design 2.5.1 Introduction.
2.5.3 Exterior Styling
The design response to the research of Project Tramways came as a reflection into all the areas of research undertaken in the Pre Major and Major studios. The development looked to combine all the separate research streams which responded to the PAR toolkit themes.
The exterior styling began with two streams of philosophy. The aim, from a holistic sense, was to create a styling package that is inspired and closely related to the overall concept of freight transportation within the Melbourne central business district.
2.5.2 Layout
The first stream of design was created from an interpretation of freight in a utilitarian manner. Ideation of forms was resolved to a greater extent once the mechanical layout had been decided upon. This led to a series of forms that sought to define and explore the concept of freight from a form perspective. The ideation started with quite box like forms which through the course of development, were shaped and defined with greater depth in order to refine the graphic communication of the form. The emphasis here was placed on the communication of freight in the application of styling on the tram, this slowly developed in a gradually shaped and tapered form.
The layout of the tram was derived after considering infrastructure and commuter needs in a future society. The Rail, Tram and Bus Union assistant secretary Lou Di Gregorio states (The Age, 2009), in relation to the new ‘bumblebee’ trains’, “The Government recently closed St Kilda section of the 96 route, and spent $3 million on replacing tracks. To help the trams run more easily…any other route and these trams would derail every day. Put [one] on the West Coburg route with lots of bends and it wouldn’t be able to take it.”
The second stream of styling sought inspiration from Melbourne and its specific forms. This sought the most current representation of Melbourne’s heritage in Federation Square. The angular forms that create a site which explores and brings together the countries multicultural background. This form saw the application of an angular, shaped surface across the entire tram in order to communicate the idea a similar idea. This concept was gradually developed and defined in order to identify panel points and gaps.
Project tramways presents the contention that, instead of long, more substantial trams, that smaller trains suite the application of Melbourne’s tight radius and steep terrain. In this sense the project has identified current precedents in tram travel which are success in view of the PAR themes. The Siemens ‘combo’ tram, used successful within the CBD of Melbourne, creates a precedent in its use of the interior, especially in its middle carriage. In the middle carriage, the interior space is unimpeded by any mechanical influences. It is open and accessible, with folding seats that allow a maximisation in available space for different passenger requirements. This middle carriage inspired the layout design of the project. The basic dimensions allow a layout to be generated which included two main carriages with a joining carriage for the mechanical infrastructure. This gave tram an overall length of 19 metres, as opposed to the 32 metres of the current bumblebee trams.
2.5.4 Interior Design Introduction The interior layout and communication had its core, like the entire project, in the research gain through the PAR toolkit and observational research exercises. Here, the project sought to understand the use patterns of current tram travels in order to refine and develop the interior space.
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Initial Explorations The initial explorative sketches concentrated as much on the technique of drawing interior spaces as to what was actually in the space. Due to limited experience in the technique, a significant amount of time was involved in the process of created both refined and iterative sketches for development purposes.
figure 2.5.1
figure 2.5.2
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figure 2.5.3
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Application of PAR themes
From a personal perspective, the manner to which people use tram transportation, indeed public transportation, is an influencing factor in the design development of the interior. The PAR toolkit illustrated this concept in the realisation of different preferences of travel in particular areas. Within the inner city area, the researchers mode of use is short and direct trips on trams. The mode of use is directly related to the desired requirements needed for the tram. The following are the desired requirements:
The PAR toolkit allowed significant insight into the interior space of trams. The notes and photograph research allow a first hand insight into significance of the tram interior in the overall evaluation of the quality of the tram trip. The first relevant theme derived from the PAR toolkit is the manner to which passengers actually access the tram during boarding and exiting the service. During application one of the toolkit (figure 2.1.1 2.1.8), the majority of researchers commented on the difficult found in accessing the current citiadis trams. These trams, built over 20 years ago feature a low floor entrance with a steep set of steps of approximately 600 millimetres. This poses, from the researchers perspective, a difficult method of access for able bodied people, let alone less able people. This tram, which are still in service, do not address or even acknowledge disabled citizens since there has been not provisions for these citizens to board the tram. This is in contrast to the Alstrom and Hitashi trains which have been fitted with manually operated ramps for less able citizens.
-Increased standing room for short trips. -Temporary leaning bars / seating for short to medium journeys. -Reduced seating for less able bodied citizens and medium to long journeys.
Once entrance to the tram has been gained, a significant point mentioned was the manner to which people move within the interior. Within the precedents of Melbourne’s tram stocks, an observation (refer appendix 2) that can be made is the significant intrusion of space that obstructs movement. The questions raised within the use of the toolkit, was why this has to be? The intrusion of the bogies within the front of the modern low-floor trams (such as the Siemens combino trams) compromises the use of the interior spaces, with compromised seating with limited standing room. This in turn created a research stream dedicated in exploring the manner to create a true flat floor surface; this of course had direct implications into application of technology. This allowed a significant amount of space to be freed around the drive train of the train, influences the manner in which people can use the space.
figure 2.5.4
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In comparison, the researchers described travel of greater time with a separate set of requirements. The significant differentiation discussed and resolved was the need for a rebalance within the interior. Travel in the outer suburbs was generally defined by the researchers as journeys that are longer and of a different nature. Instead of pure commuting in and around the CBD, outer suburb travel was characterised with the addition of personal trips necessary in everyday living; such as grocery shopping. This predominately focused on greater amounts of seating for longer journeys with the addition of storage facilities. A small, often insignificant aspect that appeared a number of times in the application of the PAR toolkit is the relevant of the support structures in order to make tram travel safe and convenience. Modern trams have a significant amount of torque in order to provide rapid acceleration across a range of speeds. A complaint mentioned was that this sudden rapid acceleration can cause passengers to lose balance, even fall over. This has obvious safety and comfort concerns to passengers. This created a minor design stream into the layout of passenger bar work in terms of access and stability. An observation made during the analysis of the camera journeys was that the bar structures predominately concerns passengers standing within the tram. This focused the design stream onto furniture and areas that are presently vacant of support structures; fixed seating, entrance doors and leaning bars.
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2.6 Exterior CAD and Prototyping Developments 2.6.1
Exterior CAD and Prototyping developments
2.6.1.3 Iteration 1 (figure 2.6.2 - 2.6.3)
2.6.1.1 Introduction
The first iteration of the tram CAD model was commenced after the week 6 class. This involved refining the utilitarian box-like form of the chosen concept so that it could be used within the SolidWorks program. The form was refined in the sense that greater definition of shape was sought in the complex curvatures and their subsequent transitions.
In the process of form development, the core emphasis of the projects technique was to create a multitude of scale models in order inform the CAD process. This saw to create a circle of development from CAD to a physical model. The models would allow a physical representation to be created in order to identify and address areas of development in the form. 2.6.1.2 Mid semester model (figure 2.6.1) For the mid semester presentation, a scale model of 1/20th scale was produced by hand. This allowed, for the first time, a physical representation of the project. In this example I used a number of sections of foam in order to shape a model to the proposed concept that was presented.
figure 2.6.2
figure 2.6.3
figure 2.6.1
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The drawings were inserted and scaled in SolidWorks to the dimensions of a 1:1 tram. The ensuring days saw the construction of the side profile. This was initially done through an extruded sweep which defined the scalloped side profile. The sweep was guided by a number of profiles which sought to control the scallop in its varying size and depth. This file was made into a solid and milled in the 4 axis CNC mill. This allowed a scale model to be produced at approximately 1/25 scale. The size restriction was due to the CNC mill bed limits. This meant that the model was split into two, milled separately and then glued. The milling took approximately 3-4 hours to compete both objects, with some minor difficulties with the foam and the sharpness of the mill drill bits. The feedback given was extensive in addressing all surfaces as well as the overall concept. The underlying point was to change the method of construction to surface lofting in order to gain greater control of the surfaces. All surfaces had suggestions for further development, from both a practical and concept perspective.
figure 2.6.4
2.6.1.4 Iteration 2 (figure 2.6.4)
of the model. Again a background drawing and basic underlay was used in order to create the correct size. This process involved a significant amount of lofting, adjusting and fixing the surfaces until the desired outcome had been reached. The form was adjusted for taper both from the top and side perspective. This created the need for three dimensional sketches to guide the various lofts. This was done through projecting two dimensional profiles with surface extrudes which created the desired line upon intersection.
The second iteration was the first attempt to respond to the given feedback. As can be seen in the image (figure x) the first model has been used. The model has its top surface cut off with various lofted surfaces fixed upon it to improve the roof outline. The model itself was quite rudimentary in construction, with poor surface transitions. It did though allow insight into the techniques of lofting. The iteration illustrated the need to properly construct a framework to methodically loft surfaces that define the concept to a greater extent.
Once finished, the inside ‘scalloped’ surfaces were constructed by projecting offset curvature lines onto rebated planes. This allowed for gradual construction from the bottom to the tops of the model. Again a significant amount of time was involved in adjusting the scallops until correct.
2.6.1.5 Iteration 3 (figure 2.6.5 - 2.6.6) This third model was a completely new model which is entirely constructed from lofted surfaces. As can be seen in the images, the model started with lofting the outside edges to create a framework
The model’s roof, front face and floor were lofted with gradual taper. 106
This again added depth in form to previously flat surfaces. Likewise the side windows were slanted on a three degree angle, with the front section split and angled to provide greater emphasis on the driver section. At the start of week 7, a scale model was sought after the third iteration CAD model had been completed. After various delays with machining problems, the model was not completed until the Friday after class. This model allowed further development of the form which in turn created another scale model. The first unsuccessful model was milled on the five axis CNC mill to 1/25 scale. Technical problems resulted in the model not finished to a presentation standard. A second model was attempted, this time on the 3 axis router in building 8. This produced two side profiles which needed cutting and finishing in order to refine the standard of finish.
figure 2.6.5
The model allowed the form to be seen in a physical sense. This greatly improved the understanding of form through illustrating the positive and negative aspects of the concept. It was felt that the top half of the model did not have enough weight in the curvatures to balance the lower section. Resultantly the curvatures were increased as well as front face pillar. In addition, the inside curvatures that join the roof to the windows were adjusted in order to reduce the sharp curvature and surface transition. This was followed by numerous small changes all over the model in size and proportion. A significant amount of time was consumed when setting up the files for milling. When saving the file to the igs format, a face went missing for no apparent reason. Through a process of trail and error, a suitable solution was found by exporting the solid model to a new file, scaling and splitting it to the appropriate scale before positioning the file for milling. figure 2.6.6
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2.6.1.6 Iteration 4 (figure 2.6.7 - 2.6.8) The fourth major iteration developed from the scale model that was produced via the CNC mill in week 8. The model featured minor changes to the form found in response to fourth iteration models. The model detailed the imbalance found on the side profile of the lofted surfaces. This was re-profiled in order to make the surfacing progressively smoother. Here the size was increased to the intended scale of 1/20. 2.6.1.7 Iteration 5 (figure 2.6.9) The final scale model, produced week 9 was a full size scale model of the intended scale model for the final outcome. In this example, produced at 1/20 scale, contained the entire tram. Once assembled, it illustrated the entire proposal for the projects final outcome. Since the process used a CNC router, the small mill bit size available once more illustrated faults in the models surfacing. This mainly focused on the area around the driver’s window, where there was an inconsistent surface that was stretched and contorted.
figure 2.6.7
figure 2.6.8
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2.6.1.8 Final Concept The final model was very much shaped by a conversation with a staff member as to the manner to which scale affects the intended notion of a model. The point was made that a significantly large model shapes the viewers emphasis onto the form and construction of the concept. In contrast, smaller, less detailed model shapes the viewers attention to a system of overview. This informed the project in that it is a blend of system and object design. With the final artefact, it was decided to scale the model in order to find balance between form and system and communication design. (INSERT DIFFERENT SIZES AND DISCUSS)
figure 2.6.9
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2.7 Final Artefact Production The initial decision to be made in regard to the final artefact was the scaling. As previously mentioned, a balance needed to be found in terms conveying the tram proposal. Both the system and actual tram needs to be conveyed in order to explain the holistic sense of the project. After creating a number of layouts in order to explore the effect of scale, it was decided that 1/30 was the appropriate scale. This scale allowed the artefact to find a medium in expressing both the proposed system and final tram concept. The final method of production chosen for the artefact was Objet Printing. A number of processes were certainly viable in the production of the model. Ultimately the time concerning CNC machining and outsourcing for other methods of production detracted for these methods. The RMIT Objet was chosen for its availability and for the sheer fact it is an RMIT resource for which I am a student. The model was printed during week 12, and after completed took a number of days in order to clean the model sufficiently. Unfortunately the model has some imperfections, which had to be rectified during the course of painting.
figure 2.7.1 Tram artefact as of 31.10.09
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2.8 Reflection on ‘Project Tramways’ From a holistic sense, ‘Project Tramways’ has provided a learning opportunity in terms of developing and refining my skill set. The nature of the project saw all aspects of my skill set be used in order to resolve the entire set of problems that I found during research. This was particularly relevant in relation to my CAD and drawing skill set.
In a wider sense, the project hasn’t really identified what areas I would like to work within. What is clear is my wish to help people through design. This is more that just a professional practise concept, rather the basis I wish to direct my life. This became clear through my research in the pre major semester, where I endeavoured to understand individuals in order to base a design response. This process really made me feel like what I was doing had relevance beyond individual development.
At the beginning of the year, the basis of my learner contract was to create a relevant project that sought to understand current behaviours in use in order to base design contentions. Generally I avoid specifying grades for desired outcomes, since my emphasis in life is to do all activities at the best of my then ability. I wish to learn and develop through the course, and I feel I have done so in this project. My particular emphasis within the project is on understanding individuals travel experiences in order to create relevant responses through design. From a personal perspective, the topic suited this concern in that it is broad based within the community; most have experiences to convey. This allows the project to offer a point of difference in that it is based of patterns of use, rather than a form redesign. Overall I feel that it had taught me a significant amount about design and more importantly about myself. All areas of my professional practise have been tested, with clear examples of my strengths and weaknesses. This leads me to the reflection that I have achieved a satisfactory outcome when considering where this journey started. With I am not yet satisfied with the physical outcomes (model quality and renderings); I feeling the project has increased my ability to critically think through problems in order to find relevant response. From a weakness perspective, I have always known that some of my technical abilities are not at a standard of a graduating student. While I have developed such skills (drawing and cad for example) considerably, the most relevant outcome from the project was not to let my perceived opinion my skill set get in the way of what it actually is. I have a lack of confidence within these areas, yet this is almost as big as problem as the actual skill set.
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2.9 Major Bibliography 1. Andreas J., (2006), “Energy-efficient electric motors : selection and application” 2. Button J & Pearman P., (1994), “Economics of urban freight transport” 3. Coyle J., Bardi E., Cavinato J., (2002), “Transportation” 4. Crawford J., (1997), “Carfree cities” 5. Falcocchio J., Cantilli E., (1999), “ Transportation and the disadvantaged : the poor, the young, the elderly, the handicapped,” 6. Garrison W & Levinson D., (2002), “Transportation experience : policy, planning, and deployment,” 7. Kirtley J. & Beaty W., (1994), “ Electric motor handbook”. 8. Lambeck R, (1991), “Hydraulic pumps and motors : selection and application for hydraulic power control systems” 9. McKay P., (1992), ”Tramways and trolleys : the rise of urban mass transport in Europe,” 10. Parasiliti F., Bertoldi P (ed), (2003), “Energy efficiency in motor driven systems” 11. Patriksson M. & Labbé M., (2001), “Transportation planning : state of the art” 12. Schilperoord P., (1998), “Future tech : innovations in transportation,” 13. Volk M, (1995), “Pump characteristics and applications”
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2.9 Appendices 1.
PAR Toolkit Application 10/8
2.
What is a tram?
PAR Toolkit Application 3/8
What is a tram?
A Short / quick journeys where there are not other options. Used when it is too far to walk to/from a train stop (20 mins – 2/3kms) Quite long journeys generally for trams because they are slow. Personal preference in back seats – can see who gets on and off the tram throughout the journey.
Middle of trams – built in plastic things Areas to place bags yet they are inefficient – bag slides off. When do use a tram prominently? Mostly short trips around the CBD – never outside the CBD. How could it be?
How could it be? Difficulty for researcher – people sit on the edge and compromising the carrying space of the tram. Leaning bars, pretty uncomfortable Get dirty easily Too high Prefer hold onto seat Dividers for the rest bars? More room between the seats Double door ways are preferable for both boarding and exiting the tram. On / off system – designated areas of flow. Doorway – have leaning post Concentrate quick journeys to the door ways. Bags: Normally left at people’s feet Peg and rack to store the bags? Designate certain areas for seating Short journeys – longer journeys would have more space. Driver – needs to see seated passengers, how do people with prams and wheelchairs operate. Front – priority seating for elderly / people who are less able. Middle – standing or temporary? Concerned of space between leaning bars.
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Less seating, more standing room. Seats offset in centre, leaving areas to stand. Most likely 2/3 standing, 1/3 seating. Waist level grabber Leaning post / bar – combine with a seat? Stand around the email? Hooks on the wall? Bikes – Bike hanger? Seats – facing away? – with back rest?
3.
PAR Toolkit Application 14/8
What is a tram? tion? ily.
Short and sharp travel, for inner city transportation. Very slow. Tram always get banked up, could there be an express opBecause of slow nature, seating is a good option. Living on a tram stop – allows access to the service quite eas-
How could it be?
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Accessibility for outer suburbs people – can be difficult for stops that are not new ‘super stops’. Possible ramp? Flow patterns – people seem to get caught around the entrances Could be better developed in terms of distribution. Handle bars – more needed when the tram is full. Layout – more seating and space for the longer journeys Windows are good to “see places traveling through”
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