How long did it take to get into central Melbourne from your suburb… circa 1925

This is very cool. Similar to tools Jarrett Walker often talks about that show how far you can get in X minutes on public transport, here’s a map prepared around 1925 or so (I’m guessing) by the Melbourne Town Planning Commission showing how long it takes to get into central Melbourne from various suburbs by tram and train (and walking).

How long to the city? Metropolitan Town Planning Commission map circa 1925: Legend

Here’s the area around St Kilda and Caulfield:

How long to the city? Metropolitan Town Planning Commission map circa 1925: Caulfield area

As you can see, the areas around railway stations have the quickest access into the city. Trams don’t reach as far in the same number of minutes.

As you get farther away from tram lines/railway stations, the city becomes less accessible.

Here’s the thing: in many ways the timings on this map haven’t changed much, because in terms of fixed-rail infrastructure, there’s not that much extra in 2014.

On the trains, the Glen Waverley line (a late addition, sketched onto this map) and the City Loop are the obvious new lines, the latter providing better access to more parts of the CBD, but not making much difference in terms of travel time, which remain roughly the same as they were. Bentleigh to the City still takes about half-an-hour.

That travel time hasn’t deteriorated is important: as the city’s road traffic has increased markedly over those 90ish years, the train system has isolated those who use it (and the city at large) from growing traffic congestion.

Meanwhile some areas such as Kew have lost their trains, though areas further out such as Pakenham and Cranbourne, which once had only infrequent country trains, are now part of the metropolitan network.

Trams aren’t shown very clearly on this map, but extensions since the 1920s include the 75 out to Vermont South. But some areas such as Footscray have lost some of their trams, as has Elwood/Brighton, and Black Rock/Beaumaris. Travel times for the trams that remain also seem similar to today, though in peak hours they’re likely to be longer on routes sharing space with cars.

If you have a look at the whole map, many of the obvious gaps in the network are still there… only these days they’re filled with houses, not empty as they were when this map was prepared. As I’ve noted before, if a suburb got its public transport back in the 1930s when PT was still being expanded, it probably still has it now.

Some areas have Smartbuses, which help fill those gaps and get to the station with frequent (at least on weekdays) fast (well, faster than walking) services. But many suburbs miss out on frequent PT.

How long to the city? Metropolitan Town Planning Commission map circa 1925.

Not that accessibility to the CBD is necessarily what everyone needs nowadays — work places, education and other opportunities are now more widely dispersed throughout the metropolitan area.

But allowing people to get to those places, particularly without a car (eg being able to move independent of traffic congestion, and whether or not they are able to drive) is an ongoing challenge.

See the map nice and big, on Flickr (opens in a new window)

Source: State Library of Victoria — map 4. Other maps there include variations on this theme. I haven’t looked at everything yet — no doubt there are some other gems. Map 2 is similar to map 4, but is in black and white, but shows tram lines more clearly.

Photos from March 2004

Continuing my series of ten year old photos

The serene setting of Caulfield South Primary School, where my kids went. Like many schools of that era, the original main building is lovely, and conceals the portable classrooms out the back.
Caulfield South Primary School (March 2004)

The old Elizabeth Street tram stop on Collins Street, westbound. It’s not hard to see why they’ve rebuilt these stops into platform stops, for safety and to speed up loading, as well as providing accessible stops — though some of the old safety zones still exist, particularly on William Street and Latrobe Street.
Collins Street at Elizabeth Street, tram stop (March 2004)

Still one of my best photos of Punt Road traffic, taken from Richmond Station above. Also a reminder that they often call for road expansion to help freight move more efficiently, but the bulk of traffic on the road is single-person cars.
Punt Road traffic (March 2004)

Trams queued at the Swanston Street superstop outside Flinders Street Station. Despite it being almost five years since privatisation, there were still quite a few trams in The Met green livery, though at the front of the queue is one in the M>Tram colours… M>Tram by this point had actually pulled out, and in April would be taken over by Yarra Trams.
Trams queued in Swanston Street at Flinders Street (March 2004)

A monolith of art deco in the foreground, while in the background is Michael Schumacher on the big Bourke/Swanston billboard, advertising the Grand Prix or mobile phones or something. Further back a building is under construction — it might be the BHP Billiton headquarters on Lonsdale Street? I think this photo was taken out the back of a Collins Street building where I worked at the time.
Melbourne city skyline (March 2004)

My old “bathtub on wheels” Magna in the driveway in Carnegie, the day the out-of-control bush at the front of my house decided to pull down the telephone cable. At least, I think it was the telephone… hopefully not the power.
Cable pulled down by bush (March 2004)

Melbourne city skyline, this time seen from the river. A few buildings going up in the background.
Melbourne city skyline from the river (March 2004)

I posted about this at the time, but down at Southbank for a while was this chalk art of Doctor Who, including portraits of the first eight Doctors. The new series had just been announced, and I think a few weeks later they added Christropher Eccleston to the work.
Doctor Who pavement art, Southbank (March 2004)

#RoadMorons Award Of The Week goes to…

…this person, who ignored the convention to keep left of the white line in Flinders Lane, and came up against this tram coming around the corner.

Friday lunchtime: eastbound tram meets westbound car

The tram actually had a fair pace making the turn — luckily it stopped in time to prevent a collision.

The motorist backed out of the lane, and hopefully learnt a lesson.

The car backs into the correct lane, and the tram continues on

William Street — too much space for cars?

Heading south along William Street in morning peak hour, fighting for space on the street, are pedestrians (predominantly coming out of Flagstaff station), trams, cyclists and motorists.

How many of each?

Tram route 55 gets a tram about every 4 minutes in peak hour. The May 2012 PTV load survey said that each tram carries an average of 78.6 people between 8am and 9am southbound (actually measured slightly north from this point), making about 1179 people per hour.

William Street, morning peak

Pedestrians: Marcus Wong recently found some great City of Melbourne CBD pedestrian statistics. At its peak between 8am and 9am, about 5000 pedestrians head south from Flagstaff station.

Motorists: Vicroads network performance monitoring figures may or may not be of relevance to this specific street, but show that the arterial road average across Melbourne in AM peak is a bit under 800 people per hour. William Street southbound is only one lane, so let’s use that figure.

Cyclists? Dunno. I see quite a few heading up and down in peak, but the Bicycle Network “Super Tuesday” count doesn’t seem to publicly publish anything useful from the enormous amount of data they collect. Shame. In the absence of other figures, let me take a wild guess at 200 in the busiest hour.

The bike lanes aren’t properly configured. They fizzle-out in places, and around Little Bourke Street (southbound), cyclists often either have to squeeze between cars, or wait for them to shift.

William Street, morning peak

If you assume the footpaths are roughly the same width as each tram/traffic/parking lane, and the bike lanes are half that width, what do you get?

Mode % people % road space
Pedestrians 70% 22%
Cyclists 3% 11%
Tram 16% 22%
Motor vehicles 11% 44%

The most over-allocated, least efficient mode here is obviously motor vehicles — in part because they are allocated two lanes but one (at least in AM peak) is wasted on parking.

Meanwhile the footpaths get so crowded that many people simply walk on the road. In this terribly fuzzy mobile phone footage, you can see a bloke in a wheelchair give up on the footpath and take-off across the road for the other side:

(Note: it is perfectly legal to cross the road anywhere that is more than 20 metres from a pedestrian crossing.)

What could they do?

They could widen the footpath at the expense of car parking, particularly on the super-busy western side of the street. In the busiest section between Bourke Street and Flagstaff station that’s probably losing about 20 car spots. You’d lose a traffic lane in PM peak, but so what? Traffic is at a standstill now — it would still be at a standstill. If delays got longer, fewer people would drive.

They could install full time bike lanes all the way down. It’s crazy that cyclists get stuck behind cars.

Better enforcement of motorists blocking intersections; you see this every peak hour. (Could be a money-spinner for a cash-strapped government, in fact.)

And more fare gates at Flagstaff could ease congestion there, particularly in morning peak.

Ultimately, the station and trains are the most efficient mode available for getting large numbers of people into and out of the CBD. It already does this very well, but making the area more efficient and safer for pedestrians is vital.

Update: The video keeps disappearing out of this post — possible WordPress bug? The direct link is here.

Update 12:30pm: Someone anonymously sent me a link to what looks like it should be a Bicycle Network page with detailed stats, but it doesn’t work. The region or state specified is invalid

Update Thursday: I didn’t even notice this before — the Clearway (and thus the bike lane) inbound/southbound on William Street only operates during PM peak. What sort of craziness is this?!
Clearway in William Street southbound/inbound only applies in PM peak?!

See also: Motorcycle/scooter parking on footpaths – In a crowded city centre, this doesn’t make sense.