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.

Public space vs private property in central Melbourne

It’s interesting to see that around the CBD, a subtle line is often marked on the pavement, where (I’m assuming) the publicly-owned pavement ends and the privately-owned property begins.

County Court, William Street

Quite a few buildings include this kind of open space, particularly at the front, and I would assume the boundary would have legal significance.

Telstra shop, Swanston/Bourke Sts

In some cases it’s less subtle, where they’ve made no effort to match the paving styles on the private land to the public footpath.

Queen Street

An infamous boundary among Melbourne’s news media is Southern Cross Station. Security guards will descend if the media set up their cameras on the wrong side of the line without authorisation — even when the story has nothing to do with the station itself. That’s why in news reports you’ll often see them looking into the station, having filmed from the footpath outside. Why go there? Well for some (for instance channels 7 and 9) it’s close to where they have their offices — and unlike other CBD railway stations, you can just about see platforms and trains from the street.

Entrance to Southern Cross station