Effective and integrated public transport
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60
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
public transport
Effective and integrated
61
CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
CITY OF MELBOURNE > TRANSPORT STRATEGY
Effective and integrated
public transport
Overview need to enable better east west
Goal travel through the sub-region.
Public transport includes rail,
Public transport will be tram, bus, taxi, car share and bike Priorities
the most attractive way share and, for regional trips, air
travel – all cases of the use of a Planning public transport for
to travel around the shared vehicle. Government plays growth
municipality and the a major role through ownership, Over the next 20 years the
inner metropolitan operation, regulation and municipality and the inner region
coordination of these services. will see continued significant
Melbourne region. An State Government is largely growth in population and
integrated system of responsible for running much of employment. The main growth
rail, tram, bus, taxi, car the public transport system, but sector will be knowledge/services.
local government, as the land use Constraints on public transport
and bike share will regulator, and the manager of the availability may significantly impede
meet customer’s needs pedestrian network, has a key role labour productivity. Melbourne’s
and be fully integrating the system with land productivity growth has been
use and the walking component falling in recent years, in part due
coordinated with the of each public transport trip. to these constraints on its transport
municipality’s The City of Melbourne has an system. This sector thrives on the
pedestrian network. It additional role, as it is at the hub agglomeration effects of high
of the public transport system. densities enabled by very good
will be possible to live Melbourne’s public transport transport connections. This growth
and do business in network extends throughout will need to be matched by a
significant expansion and upgrade
inner Melbourne metropolitan Melbourne, with
of the public transport system.
varying degrees of service. Most
without needing a car. of the train stations and tram
stops are in the inner metropolitan
Public transport within the
region because much of the
central city
expansion beyond this region has Metropolitan train and tram
been enabled and driven by car networks have traditionally
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
usage. The inner metropolitan focussed on Swanston Street as
region also has the highest the spine of the central city. This
densities of residents and jobs. has reinforced both the public
The municipality of Melbourne transport network itself and the
has the highest concentration economic productivity of the
of public transport services. city. As the city has expanded
projects like the City Loop and
Public transport in the inner
road-based tram improvements
metropolitan sub-region needs
have improved the ability of the
to provide for continuing high
network to deliver and disperse
employment and residential
larger numbers of people to their
growth, coordination with land
destinations in the Hoddle Grid.
use development, integration of
all the public transport modes as Swanston Street plays a vital
one system, increased capacity, role in the tram network,
reliability and accessibility, and the bicycle network and for
establishing a complementary pedestrians. Balancing these
role with private transport, competing priorities has made
particularly in addressing the the redevelopment of the street a
challenge. A significant opportunity
62
Sunbury Sunbury
Eltham Eltham
Caroline Caroline
Springs Springs
Ringwood Ringwood
Sunshine
St Kilda St Kilda
Williamstown Williamstown
Brighton
Melbourne 2010
Werribee
Brighton Werribee
Public Transport Index
Dandenong Dandenong
Excellent
Very good (25 - 32 points)
Very Good
Good
Above Average Mordialloc Mordialloc
Average
Below Average Chelsea
Chelsea
Poor
Minimal
Below minimum service
Melbourne 2030
Public Transport Index
Average: 14.5 Average: 19.7 Frankston
Frankston
Coburg
Coburg Coburg
Essendon
Essendon Essendon
Heidelberg Heidelberg
CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
Clifton
Clifton Clifton
Hill
Hill Hill
Footscray
Footscray Footscray
Camberwell
Camberwell Camberwell
Toorak
Toorak Toorak
Port Port
Melbourne Melbourne
V
St Kilda St Kilda
Caulfield
Caulfield Caulfield
Melbourne 2010 Melbourne 2030
Public Transport Index Public Transport Index
Average: 14.5 Average: 19.7
Fig 6.0 Spatial Network Analysis for Multimodal Urban Transport Systems (SNAMUTS) 2010. Source: RMIT. Dr Jan Scheurer 63
CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT
exists with the development of suited to meet the demands of and 36,000 people use the
the Melbourne metro rail project people travelling late at night. Federation Square tram stop.
to create better tram connections In 12 years these numbers will
and land use integration through Integrating public transport more than double, to 380,000.
Southbank, to the west of the modes as one system
CBD and the north of the CBD . Each of the public transport modes Reliability
suits different types of trips. These Overloaded trains, cancellations
Coordinated development of modes must be integrated into a and maintenance difficulties are
transport and land use seamless public transport system reducing train service reliability.
The development of urban allowing users to mix and match Melbourne’s large suburban rail
transport and land use must modes easily to suit their trip needs. system is ill suited to providing
be coordinated. Rail and tram This has started, with Public a high frequency, high capacity
are space efficient and high Transport Victoria and myki service. The reliability of the tram
capacity, making them ideal providing customers with and bus services is undermined
for the mobility needs of high information for a single user by delays caused by road traffic
density mixed development land perspective for trip planning and congestion and insufficient
uses. These modes are also at payment, but we are only beginning priority at intersections.
their most efficient when their to optimise the coordination of rail, Users rate reliable departure and
high infrastructure and running tram and bus routes, the modal arrival times as more important
costs are spread across a large interchanges and the incorporation than journey time. As customers
number of trips over the whole of taxi, car share and bike share come to rely more on public
daily and weekly cycle. directly into one system, planned transport its reliability becomes
This relationship is evident in the developed and coordinated more critical. Improvements to
region of the Melbourne’s network across government departments, reliability require improvements to
extending out from the central transport companies and infrastructure as well as operations.
city along the inner south-eastern agencies, and local government.
corridor. This area has the highest A ‘one system’ approach to Accessibility
density of stops, interchanges and planning and governance. A world standard public transport
service levels and is also the region system in a dense, mixed-use city
with metropolitan Melbourne’s Making our public transport provides users with good access
highest effective jobs density. system more effective to a wide range of destinations
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
The economy in this region is also at most times of the day and
Capacity
well serviced by high capacity week. The London Underground,
Public transport capacity today Paris Metro and New York
roads for driving, but driving is a
cannot comfortably meet demand. Subway do this. These metro
space hungry mode best suited
To meet the future demand from style systems provide business
to lower density urban areas.
projected growth, especially at users, visitors and residents with
As this region’s land use density
peak times, the capacity of the a high degree of accessibility,
increases, driving will become a
system will need expansion and meeting most of their transport
less effective mode. This trend is
significant upgrades, including requirements and underpinning
evident already in the municipality
metro style separated train lines, the economy in those city centres.
and particularly in the central city.
new rolling stock, tram and bus
Twenty-four hour activity in the City An assessment of the accessibility
priority, and new tram routes.
of Melbourne requires reliable and afforded by Melbourne’s combined
The walking component of public rail, tram and bus network1 shows
safe inter-peak transport options.
transport journeys also requires
There is currently a clash between
more capacity. Many parts of
the hours of operation of many 1 Spatial Network Analysis for
the pedestrian network are now
central city land uses (restaurants, Multi Modal Urban Transport
at capacity during peak times. Systems (SNAMUTS) 2010.
bars and clubs) and the hours of
More than 153,000 people per RMIT. Dr Jan Scheurer
public transport operation. Taxis
day use Flinders Street Station
and flexible bus transport are best
64
that a large east-west corridor into a system of separated metro Walking in particular is a critical
through the inner Melbourne style lines, reducing travel times trip component of the public
region provides users with above by 25 per cent, increasing service transport system and its ability to
average accessibility. A world class frequency to no less than every service land uses effectively. The
system should provide them very 10 minutes, adding new rolling locale of a station or stop must link
good to excellent accessibility. stock, redeploying tram routes with convenient, logical and safe
By expanding and upgrading to provide a more even service walking connections. The design
Melbourne’s public transport spread across the central city, and and management of the public
network over the next 20 years, adding new services and links. realm between stops and stations
the system would provide very must be integrated with the design
Building the complementary of stops, stations and interchanges.
good to excellent accessibility
relationship with private
over a much larger area. With this Driving has been the dominant
transport
degree of accessibility, users would mode of metropolitan travel
be able to go anywhere, anytime Disjointed strategic transport for nearly 50 years, but it is not
using the public transport system planning is the result of long the universal solution it once
much as they would use their car. institutionalised separation appeared to be. In the more
at all levels of governments dense parts of the city, public
The scenario expansions
between the planning and transport and walking are the
and upgrades include a new
provision for private transport most effective combination, so
Footscray to Caulfield Metro line,
and that for public transport. driving needs to be designed to
reengineering the train network
CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
65
CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT
complement this combination opportunities in the west (especially transport in and out of the
rather than compete with it. in the services sector) and improve city during these times.
Cycling is an ideal mode for its competitive advantage as There is scope to extend tram
extending the catchment of public a freight and logistics hub. services into the night on Fridays
transport. High quality cycling The 2008 East West Link Needs and Saturdays. The City of
networks linking stops and stations Assessment (EWLNA) identified Melbourne will work with others
with residential and employment that the lack of rail capacity to explore the value of extending
centres, are critical for enabling through North Melbourne and trams until 2am, and running
cycling to complement the public the City Loop constrains the services on selected routes all
transport system. Facilitating ability to boost rail services to night to provide a complementary
the carriage of bicycles on some and from the west. The Regional service with NightRider buses.
public transport vehicles may Rail Link (RRL) and the proposed
also be appropriate. Secure bike Footscray to Caulfield Metro Rail Contributing to emissions
parking at suburban stations link are designed to build a rail reductions
can facilitate a form of ‘park and service to the west comparable The public transport system will
ride’ that is significantly more with that serving the south east. be a central component of a low
space and cost efficient than The City of Melbourne’s envisages emissions future. High capacity
‘drive and ride’ car parking. This, the urban renewal of Docklands, public transport will enable
together with improved bike E-Gate, Arden Macaulay and people to move throughout inner
share mobility options in the the land north of Dynon Road Melbourne in an environmentally
central city, can enable public as an intensive employment and efficient way. Sustainable
transport users to integrate residential corridor extending transport behaviour will be further
cycling easily into their journey. out from the central city to the enabled by fine grain public
Footscray Central Activities Area transport modes throughout the
Enabling east west travel municipality, such as tram and
and beyond. These land uses would
Whilst the population of the be serviced by the new rail services bus systems, taxis, car and bike
western half of the metropolitan and by new and re-directed tram share programs, which together
region is growing rapidly, this is not and bus services to the inner west. will provide flexibility in mode
being matched with strong jobs choice without the embedded
growth. The high effective jobs Public Transport and the restrictions of vehicle ownership.
density along the south eastern 24-hour city
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
Zero Net Emissions by 2020
corridor between central Melbourne The NightRider bus provides the (Update 2008) sets a target for
and Clayton is underpinned best solution to late night public reducing the carbon intensity of
by a strong road and public transport on Fridays and Saturdays. the public transport system: a
transport network. There is no 20 per cent reduction by 2020.
Extending train operating hours
comparable employment corridor
may not be ideally suited to The most effective way to
or underpinning transport network
the night time transport task. achieve this in Melbourne will be
west of the Maribyrnong River.
Trains have a significantly to decarbonise the fuel supply,
The western suburbs need better higher operating cost than through the introduction of low-
transport connections with Central buses. Additionally any overlap carbon or clean source energy,
Melbourne and the south eastern between trains and NightRider thereby reducing reliance on
employment corridor, as well will result in competition emission-intensive sources.
as with the Port of Melbourne. between the two modes. Additionally, improvements to
These connections would boost
Considerable improvements the energy efficiency of the
the west’s capacity to attract and
to NightRider have been public transport network, such as
retain businesses and reduce social
made in recent years. This has regenerative braking on trains, can
disadvantage by providing better
contributed to high demand also contribute to overall reductions
access to the central city for work,
for services. Further improving in greenhouse gas emissions.
education and other purposes. They
service frequencies will increase
would also open up new business
66
67
CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT
6 Train
Goal Context cities across the world have (or
are installing) a metro rail system
An efficient and reliable train
Train travel to and network is the central component
to meet the more intensive
passenger rail task. Unlike a
within the City of of a well functioning public suburban rail system, a metro
Melbourne will be transport system. High capacity (or rapid transit) rail system is
and fast train connections are vital a network of dedicated lines
convenient, reliable, for enabling access to the central segregated from each other and
safe and efficient. Peak city and the variety of facilities other rail traffic and running back
and services hosted there.
hour (peak direction) and forth along the one line.
The Melbourne train system carries Passengers wanting to traverse
train frequency will be about 400,000 people each day the network make interchanges
increased by 50 per on a network of 830 km of track, at hub stations where two or
cent from 2011 service using 180 six-carriage trains. There more lines pass by each other.
is no other mode of transport with
levels. the capacity and efficiency of
Melbourne needs a metro style
rail service that can run at higher
trains, capable of moving people frequencies and speeds and
into and from the central city. with greater reliability. Running
Improving train network at frequencies of every five
efficiency and integration with minutes means a timetable is
complementary modes of not required. The metro network
transport is essential if we are can be complemented by a
to support sustainable growth suburban rail service to the
in the number of residents and outer metropolitan areas.
employment opportunities
in the City of Melbourne. The costs of congestion on
Melbourne has a large suburban trains
rail system. Suburban rail systems Overcrowding on our train network
operate on main line tracks, makes access to the City of
carrying a mix of other rail traffic Melbourne difficult for some people
such as regional passenger across the metropolitan area
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
rail and freight services. This and coming from some regional
means that the train traffic is centres. It also affects inner city
more complex, headways are residents who are unable to access
longer, average speeds slower persistently overcrowded services.
and service frequencies lower. This can be especially problematic
As the density of activity in at peak times, when many people
Melbourne’s inner metropolitan rely on the rail network to get to
region has grown over the last work. Further overcrowding on our
20 to 30 years, our suburban trains has the potential to suppress
system has become increasingly jobs growth in inner Melbourne.
ill-suited to meet the rail service It has been calculated that for
needs of these parts of the city. every 10 per cent of overcrowding
on Melbourne’s trains, the city
Issues misses out on creating between
1600 and 2600 jobs1. The peak
The suburban rail system is rail capacity of Melbourne’s train
inadequate for inner Melbourne
The dense inner metropolitan 1 Currie, G, 2010 Understanding Urban
regions of most large advanced Agglomeration Benefits in Mass Transit
Project Evaluation, Monash University
68
Seymour
Upfield
Craigieburn South Morang Hurstbridge
Tullamarine
Eltham
Sunbury
Bendigo
Melton
Parkville Clifton Hill
Ballarat
Doncaster
Flagstaff
Footscray North
Melbourne Melbourne
Central
Wyndham Vale
Newport Lilydale
Parliament
Geelong
Southern Cross
Laverton
Richmond Burnley Camberwell
Williamstown
Flinders St
South Yarra Alamein Belgrave
Caulfield
Glen Waverly
Rowville
Sandringham
Traralgon
Metropolitan train network 2030 Baxter Cranbourne East
Pakenham
Fig 6.1 Possible Train Network Concept 2030 showing new lines with less convergence
Seymour
South Morang Hurstbridge
Upfield
Craigieburn
Eltham
Sunbury
Bendigo
Baccus Marsh
Clifton Hill
Melbourne
Ballarat
Flagstaff
Central
CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
Footscray North
Melbourne
Newport Lilydale
Geelong Parliament
Southern Cross
Werribbee Laverton
Richmond Burnley Camberwell Ringwood
Williamstown
Flinders St
Alamein Belgrave
South Yarra
Caulfield
Glen Waverly
Sandringham
Traralgon
Metropolitan train network 2011 Frankston Cranbourne East
Pakenham
Fig 6.2 Train Network Configuration 2011 showing pressure on Flinders Street
69CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT > TRAIN
Royal Pde
St
Swanston
Parkville
Grattan
Dynon R St
d
Queensb
erry St
Hoddle St
Arden Victoria
St
Footscr
ay Rd
CBD North
t
eS
rob
LaT
Sw
INK
ans
ton
CBD CBD South
CITYL
St
Kin
Spe
St
gS
Melbourne Metro project
Church
nce
t
r St
MCG
Roads
Freeway
Existing stations
Existing rail
Melbourne CBD
Parks Domain Domai
n Rd
Proposed underground rail
Toorak
Proposed underground station Rd
d
St K
Punt R
Portal
ilda
Rd
Comm
ercial R
d
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
Fig 6.3 Melbourne Metro project proposed alignment Source: Department of Transport
system is currently approximately ability of the public transport provide excellent accessibility
40 per cent overloaded and this is system to function as an and high passenger capacity to
projected to go as high as 44 per integrated multi modal system. serve what will be high intensity,
cent by 2015, even with current Some precincts such as the train/ mixed-use areas very similar to the
planned improvements in place. tram interchange at Swanston current central city. The long-term
Regional Rail Link is an important Street, at Flinders Street Station, planning for land use development
project addressing train congestion or the Spring Street exits for and transport planning in these
by constructing new tracks to Parliament Station, have not contexts must be coordinated.
separate suburban trains from the been designed for current peak
Greenhouse emissions and
west from regional trains servicing capacity and congestion will only
energy cost
Geelong, Ballarat and Bendigo. increase as patronage grows.
Melbourne’s train network
Poor customer pedestrian Urban renewal areas will require currently relies on electricity
connections and interchanges new train services generated by brown coal. This is
Poor pedestrian connections Major urban renewal areas such as very greenhouse gas intensive.
for customers around modal City North and Arden-Macaulay Fuel costs are expected to rise in
interchanges is undermining the will require new rail services to
70the future, including the cost of Rowville are currently being
electricity to run the train network. studied. Green St St
Street
reet s
ne
ai
H
Objectives and actions 57. Priority Action: Work with the
M
Fogarty
ac
au
Department of Transport to
la
y
Ro
Re-engineer the suburban rail achieve the conversion of the
ad
Arden St
et re
Area subj
system to provide a metro suburban rail network into a ect
Metro mas to Melbourne
metro style system. terplannin
service g
The suburban train system needs Melbourne Metro
to be converted into a metro Arden Station
The State Government has
train service to cater for the Queensb
proposed that one of the next erry St
large number of users and to
major improvements to the train
Street
Terrace
Street
serve the growth and intensity of
reet
system is to be the Melbourne
Stawell St
development in inner Melbourne.
Laurens
Dryburgh
Munster
Metro rail tunnel. This new service,
Creating a metro system could planned to be operating by around
increase the capacity of the train 2020, was initially proposed Victoria
Street
network from approximately by the East West Link Needs
135 trains in the morning peak Assessment (the Eddington Report) Miller Stre
et
hour to about 256 trains. and is similar to the North-South
đƫ Through-route trains – The Underground Rail Line proposed
most efficient way for trains to in the City of Melbourne’s previous
operate is to travel from one transport strategy, Moving Fig 6.4 Proposed Arden station location
side of the metropolitan area to People and Freight 2006-2020.
the other, running through the plans in close consultation with
The project would provide a high
central city. This means they the community and the State
capacity underground train running
spend as little time as possible Government to ensure that the local
from Footscray, via new stations
in the most congested part of land use and transport planning is
at Arden-Macaulay, Parkville, City
the network which, in fully integrated with the planning
North, City South and Domain
Melbourne, is the City Loop. for the proposed Melbourne Metro.
to join the existing train network
đƫ Separate lines – When lines are near South Yarra station. The The timeframes envisaged in the
separated they can be Melbourne Metro would add City of Melbourne’s plans are CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
upgraded independently 24, nine-car trains per hour to coordinated with State Goverment’s
(including larger train sets and Melbourne’s network and be able project timelines. In November
new signalling) and to carry 60,000 people per hour. 2011 the Victorian Government
breakdowns are isolated to a submitted a bid to Infrastructure
The Melbourne Metro proposal
single line. Washing and repair Australia for $130 million for
is a major city shaping project
facilities are provided for each pre-construction work on the
comparable in scale and effect with
line so trains do not travel on project (nominally for 2012/13).
the City Loop. Planning for the new
the network to access Melbourne Metro stations at Arden, The Melbourne Metro proposal
servicing. Trains can be run Parkville, CBD North, CBD South must provide for a very high
simply and more frequently and Domain has been incorporated level of transport and land use
because complex timetabling into City of Melbourne’s new integration. New development
and track sharing is avoided. Municipal Strategic Statement located near stations or feeder
đƫ New routes – As Melbourne (MSS), the Arden-Macaulay services to the Melbourne Metro
grows, new train lines will be Structure Plan 2012 and City North (such as new tram or bus lines)
needed. The first of these will Structure Plan 2012. These are plans should be strongly transit-oriented.
be the Melbourne Metro Rail for the local land use development, The project should include a review
Tunnel. Other potential future transport and mobility in these of existing transport systems to
extensions to Melbourne urban renewal areas. The City of ensure they provide optimal service
Airport, Doncaster and Melbourne has developed these to the growing city. In particular
71CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > TRAIN
W
Lyg
Car
tram services should be re-routed Morrah
Street
ive
from the overcrowded Swanston
Street
Dr
Bouverie
k
Street corridor on to routes that
r
Pa
will feed better transport service Story St
reet
to the west of the central city.
Royal Parade
Victoria
Street
The project must integrate the
new stations with the surrounding
Roya Melb
eet
R us
ourne Ho
urban fabric to enhance the n S
tr
CB
spital
nkli
sell
Melbourn Fra
mobility, liveability and economic
DN
e Univers
ity
Str
Parkville
performance of the city. This Station
ort
e et
Fl
em
hS
would mean excellent pedestrian in Grattan
Street
et
g
tat
re
networks to ensure that the walking to
St
n
ion
yn
e t
R tre
ck
leg of public transport journeys is oa e S
re
b
W
d Tro
La
Sw
et
prioritised, efficient and attractive.
re
St
a
ns t
d
oo
Construction of the Melbourne et
on
w
e
Str
ck
le
a
Pelham s da
Str
Bl
Eliz
Metro would take several years Street
Lon
eet
abe
Street
and have a significant impact C
th
ou
rt
St
ne
on city operation. Construction y
St
Leicester
r ee
in the central city is complex t
and affects many people and
businesses. The City of Melbourne Fig 6.5 Proposed Parkville station Fig 6.6 Proposed CBD North station
will need to work closely with the location location
State Government to minimise
negative impacts of construction.
58. Priority Action: Work closely
with the Department of
Transport on the planning and
construction of the Melbourne
Dal
Metro project to ensure it
is well integrated with the et
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
e
Str
existing city and its future Bou
rke
development and enhances
Sw
ans
Melbourne’s transport
St
ton
Ki
network in addition to
ld
a
Str
Rd
actively supporting future rail
e et
Domain
Road
extensions to Doncaster.
R us
CB
sell
DS
Do
et
Improve customer pedestrian Str
e
Str
m
out
ins
Coll
e et
ai
interchanges and connections
n
hS
St
Bromby
Eliz
Street
eet
tat
The design of the public realm
at
Str
a
io
rs
bet
de
ion
Street
Flin
n
around existing and proposed
Street
h S
stations needs to optimise
tre
Arnold
Adams
et
Federation Square
pedestrian priority, safety, City of Port Phillip
n
atio
t st
St K
amenity and convenience of s Str
ee
Toorak
der
ilda
Road
all rail customers as they move Flin
Rd
between the station and their
St K
final destination, or the next leg SO
ilda
U
TH
of their journey. This requires G
AT
E
A
Rd
V
EN
specific improvements to facilitate U
SO
E
U
convenient access for people with Fig 6.7 Proposed CBD South station Fig 6.8 Proposed Domain station
location location
72disabilities to existing and future 62. Action: Advocate for the
underground train stations. The hours and days of operation of
Flinders Street precinct, and links Flagstaff Station to be similar
to the Federation Square tram to other City Loop stations.
stop and the Elizabeth Street
Greenhouse emissions and
tram terminus require specific
energy cost
short term improvements.
There are opportunities to
59. Priority Action: Work with the reduce the greenhouse intensity
Department of Transport and of the public transport network
train operators to ensure that through both the operation of
areas around train stations the network and the energy
provide excellent pedestrian
that is used to power it.
access.
63. Action: Advocate to improve
60. Priority Action: Work with
the overall energy efficiency
State Government to ensure
of the train network and in
the municipality’s urban
particular increase the use of
renewal areas (Southbank,
low-carbon and clean-source
Docklands, E-Gate, Arden-
energy to power Melbourne’s
Macaulay and City North) are
train system.
planned to prioritise direct,
high quality, high capacity
pedestrian links for 800m
around new and existing
stations.
Coordinate land use
intensification with existing and
new rail stations
The development of land around
new rail stations should be
planned to maximise the benefit CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
of the accessibility provided by
the train network. Higher density,
mixed-use developments should
be located closest to stations.
Existing train stations, such as
Flagstaff and North Melbourne, will
play a more important role as urban
renewal of the inner north and west
of the central city continues. These
stations should be managed to
complement this increase in activity
and provide convenient access for
residents, commuters and visitors.
61. Priority Action: Work with
the State Government to
ensure that planning for new
rail stations and precincts
integrates land-use planning
with the transport network.
73CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT
7 Tram
Goal Context traffic manoeuvres crossing the
rails, such as cars turning right.
Melbourne’s trams are an iconic
Tram operations in the part of the city’s street life. đƫ Only limited priority at
City of Melbourne will They connect Melbourne’s inner intersections with signals along
suburbs and shopping centres tram routes – Trams receive
be improved to offer a and offer a fine grain of mobility some level of priority at traffic
more frequent and compared with the longer lights but this could be
significantly increased. On
reliable service. Tram distance task performed by the
average, Melbourne’s trams
heavy rail network. Melbourne’s
stops will be better trams have the potential to spend 17 per cent of their
integrated into the be one of the world’s leading journey time waiting at traffic
signals. Analysis by Yarra
public realm to improve surface transport systems.
Trams shows that changing
passenger access, Trams serve approximately signal operation to give trams
600,000 people every day in
safety and amenity, Melbourne’s inner metropolitan
dynamic priority (signals
responding to arriving trams)
with 90 per cent of areas, on a 247 km network that on Swanston Street could
stops upgraded to is worth between $10 billion and result in delays being reduced
$15 billion. Trams can move more by up to 33 per cent.
‘level access’ by 2016. than 10,000 people per hour in
a single arterial traffic lane that đƫ Tram stops are too frequent –
could otherwise move only 800 Melbourne’s tram stops are
cars. During peak hour on key very closely spaced compared
routes into the city, trams already with tram and light rail systems
move more people than motor overseas. This provides
vehicles. For example, they move excellent access to tram
56 per cent of the people travelling services, however it can also
on Nicholson Street, Carlton, mean frequent stopping, which
and 54 per cent of the people increases travel time.
on Bridge Road, Richmond. đƫ Tram stop design is inefficient
The tram network is one of for passenger boarding – Many
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
Melbourne’s most important tram stop designs are
strategic assets. Trams provide high inefficient. These include stops
quality, on-street public transport yet to be converted to level
that does not require passengers access and stops where
to travel underground to access it. passengers have to wait for
vehicles to halt before they can
However Melbourne’s trams cross traffic lanes.
are amongst the slowest in
the world, running at around Many tram routes in the city
16 kph throughout the system have developed as corridors of
and 10 kph in the city. mixed use and often high density
land uses. This integration of
The low average running efficient transport and centres
speeds are caused by: of employment and housing is
đƫ Sharing tramways with general beneficial for people living, working
road traffic – This means trams and visiting these areas, as well
are being stalled in road as for the macro-urban form of
congestion and stopped by Melbourne. While this is common
in the inner city, many tram routes
in the middle and outer network
are underdeveloped and have
74the potential to accommodate
significantly more residents,
jobs and other services.
Issues
Slow tram speeds
There are many factors that
impede and slow down trams,
together making Melbourne’s
trams the slowest in the world.
Delays caused by sharing tramways
with general road traffic result
in unpredictable delays and
even cancellations of services.
Consequently, the tram service
becomes less reliable in running to
timetable, which deters travellers
from using the service. It is also
extremely expensive to manage
a tram network that is heavily
impacted by traffic; if trams were Fig 7.1 Level access tram stop in Swanston Street, Melbourne
not held up by traffic congestion,
the same level of service could
be achieved with approximately
100 fewer trams. (Melbourne has
486 trams, including 37 historic W
class vehicles). Many tram routes
in the city of Melbourne have been
separated from traffic, however
trams are often still held up by non- CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
compliant traffic and right turning
vehicles. These issues can be most
obvious on streets which provide
access to off street car parking.
Considering the critical role
that trams play in the transport
system, they are often afforded
little priority at traffic lights, which
can reduce the quality of the
service they provide. The City of
Melbourne has been working with
VicRoads and tram operators to
improve tram priority at signals
for many years, achieving some Fig 7.2 Level access tram stop showing permeable access to footpath in StKilda
excellent results. However, more
can be done to reduce the time that
trams are held up at traffic lights.
75CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT > TRAM
Infrequent services
Poor frequency of tram services
can be a result of the problems
which slow trams down. When
services are significantly delayed,
there is often a knock-on effect
to other services using the same
route or line, resulting in extended
time gaps between services. 2010 Tram Network
Route Configuration
Many tram routes are scheduled to (Colours used for clarity only.)
run at low frequency, due to a lack
of rolling stock, lack of demand,
or inability to accommodate
more services on the existing
infrastructure. Low frequencies are
common in the inter-peak times.
Stop and interchange design
Tram stop designs need significant
improvement to ease overcrowding
and improve connections for
walking. Level access stops have
improved the safety and amenity
of stops, as well as reducing
loading times. In some cases
they have calmed traffic in high
pedestrian areas. However, some
are now overcrowded and require
staff to maintain passenger
safety and efficient movement.
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
Extensive fencing is used to
separate traffic (often 50 to 60
kph zones) from pedestrian areas,
which has led to an impermeable
walking environment.
Creating a more equitable,
accessible transport system is a
major driver for improving the
design of tram stops. Meeting
the requirements of the Disability 2030 Tram Network
Discrimination Act will ensure those Route Configuration
(Colours used for clarity only.)
with physical disabilities can access
trams and it improves the ease and
safety of access for all customers.
Some of the most important tram Fig 7.3 Tram congestion on Swanston Fig 7.5 (Right)Tram routes moved to
stops in the city are interchanges Street the west of the central city; additional
between tram and train or Fig 7.4 Trams to the west of the central tracks at Victoria Parade, E-Gate and
bus. For example, the Flinders city and additional routes Haymarket. New tracks and routes on
Street Station connection to the Dynon Rd, in Fishermans Bend, and
along Grattan and Elgin Streets
76Dynon Rd
Tram
E-
Ga
te
nd
n s Be
erma
Fish
CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
Proposed Tram Network
Existing routes
Proposed route change
New tracks required
Urban renewal areas
77CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT > TRAM
Federation Square tram stop, and many vehicles are too small: 147 streets (Flinders, Collins, Bourke, La
the interchange between Southern of the fleet’s 486 trams are Z Trobe and buses on Lonsdale), at
Cross Station and the tram network class, which carry only 70 people, streets such as King Street, would
are extremely busy places in the compared with the Bumblebee significantly reduce tram delays.
morning and evening peaks. Better (C2 class), which carries 140 The Department of Transport
tram stop design, and traffic people. Recent increases in user plans a test of ‘absolute priority’
treatment, including lower speeds, numbers has meant Melbourne’s for tram routes 96 and 109, which
can help create a more permeable trams are becoming overcrowded would reduce to zero the delays
walking environment to ease more often. Upgrading of the trams experience at traffic signals.
some of the current overcrowding, fleet can address this issue and
safety and amenity issues. realise significant performance 66. Priority Action: Work with
and quality improvements. VicRoads to change traffic
Network imbalances and gaps signalling to prioritise tram
movements.
The tram network in the city is Objectives and Actions
currently very dependent on the The road Network Operating Plan
St Kilda Road-Swanston Street Improving tram speeds (NOP) to be developed by the City
corridor. The number of routes that There are many infrastructure and of Melbourne in cooperation with
feed into this corridor means that traffic management techniques the Department of Transport and
even a slight problem can have a which can improve tram speeds VicRoads will include the highest
major impact on tram operations across the network. Together, level of priority for trams to ensure
and people’s travel time. The these initiatives can improve fast running times, reduced tram
emerging and future urban renewal speeds from the current network crowding, better reliability and
areas will need to be serviced by average of 16 kph, and central a better customer experience.
extensions to the tram network city average of 10 kph.
67. Priority Action: Work with
to deliver excellent accessibility. On-road public transport needs the Department of Transport
significantly greater priority over and VicRoads to ensure that
Greenhouse emissions and general traffic in the allocation the municipality’s Network
energy cost of road space and time at traffic Operating Plan provides a high
Similarly to Melbourne’s train signals. This can be achieved by level of priority to trams.
network, the tram system better delineation between traffic
currently relies on carbon Frequency boost
and tram lanes, and enforcement
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
intensive electricity. As the of road rules that ensure trams More frequent tram services will
use and deployment of tram and buses are not impeded. deliver significant benefits for
services increases, and in an access and mobility in the inner
economic climate where fuel 64. Action: Work with Victoria region. A frequency boost can
costs are expected to rise, it Police, VicRoads, the be achieved by speeding up the
will be increasingly important Department of Transport and network, minimising externalities
the Department of Justice to which impede tram movements,
to transition the tram fleet onto
improve traffic enforcement and better design solutions for
a sustainable power supply. to reduce delays to trams and
busy tram stops and interchanges.
buses.
Ageing tram fleet A 25 per cent increase in tram
The age of Melbourne’s tram fleet 65. Priority Action: Work with the frequencies will deliver substantial
needs to be addressed. Many trams Department of Transport to network improvements, as
will reach the end of their design reduce tram and bus delays detailed in the accessibility
life during the next decade. The by providing dedicated tram analysis (Spatial Network Analysis
rights of way. of Multimodal Urban Transport
lead-in time to buy new trams
is three years, and the system Giving greater traffic signal priority Systems – SNAMUTS ) which
requires a long term commitment to trams across the network is a underpins this strategy.
to managing and expanding the high priority for improving the
capacity of the tram fleet. Trams are level of service trams provide. In
often overcrowded, partly because the CBD, priority along east-west
78CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
Fig 7.6
xx.xFederation Square
Caption yet to be Tram Stop
inserted
79CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT > TRAM
68. Priority Action: Work with will be reduced in the city. There that order. This is an opportunity
the Department of Transport, is a requirement to balance the to create a master plan for the
VicRoads and Yarra Trams to needs of pedestrians, for example streets on which these trams run, to
improve tram frequency and their tolerance for long distances ensure new transport infrastructure
average running speeds. between stops, with the speed is integrated with high quality
and operational needs of trams. street design, pedestrian and
Walkable stops and
New stops will be designed to public transport priority, and
interchanges
integrate much more easily into new, more permeable stops.
Constructing new level access
the surrounding footpath network
stops for trams will be one of the 72. Priority Action: Work
and provide better access for with the Department of
most important parts of developing
cyclists. The City of Melbourne’s Transport to master plan
high mobility public transport
plans for Swanston Street, and streets in preparation for the
and pedestrian streets. These
the existing stop at Cleve Plaza introduction of new low floor E
should be constructed to provide
(Fitzroy Street, St Kilda) are class trams.
pedestrian priority access and high
examples of the new streetscape
levels of pedestrian permeability. Balance and optimise the
tram stop improvements we
69. Priority Action: Work with will see more of in the near network
the Department of Transport, future. This will mean greater The City of Melbourne has
Yarra Trams and VicRoads permeability for pedestrians, identified opportunities to
to develop a four-year reduced fencing, lower traffic balance the tram network to ease
strategic plan to design and speeds and better bicycle access. over-burdened routes and also
construct level-access stops assist poorly serviced areas. This
in the municipality as part 71. Priority Action: Work with the strategy is closely aligned with
of a whole-of-streetscape Department of Transport, Yarra
renewal. Include a review of the urban renewal planned for
Trams and VicRoads to ensure
the function of existing level- the municipality, and involves
the design of new level-access
access stops. tram stops that have excellent improving tram services to the
pedestrian accessibility with inner west of the central city.
Providing access to trams and
buses for people of all abilities is the surrounding footpath
network. Trams to the west of the CBD
important for access. By 2017, the
Disability Discrimination Act (DDA) There is an opportunity to redirect
New trams some of the trams currently using St
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
requires that 90 per cent of the
public transport system (stops and Melbourne needs a transparent, Kilda Road to the west of the city.
vehicles) must be DDA compliant. ongoing asset management This will help activate development
Providing fully accessible stops program of phasing out old in the west of the CBD and reduce
will contribute to a more equitable trams, introducing new ones and pressure on the Swanston Street-
transport system, and also improve expanding the tram fleet to cope St Kilda Road spine. This would be
the capacity and reliability of the with strong patronage growth. coordinated with the construction
tram and bus networks by speeding The arrival of 50 new E class of a new tram interchange at
up boarding and alighting. trams in Melbourne between 2012 Domain as part of the Melbourne
and 2017 is welcome. Despite Metro Domain station. The
70. Action: Work with the this, tram overcrowding will Melbourne Metro will also service
Department of Transport, Yarra worsen over that time due to some of the current trips on
Trams and VicRoads on the growth in passenger numbers. the Swanston Street corridor.
construction of level access
As new trams are deployed on high A north-south tram alignment
stops in the municipality
to meet comply with the performing tram routes, the routes running through the Haymarket
requirements of the Disability should be upgraded to provide roundabout will also improve
Discrimination Act. the highest possible level of tram tram accessibility to the west of
priority, high quality stops and the central city. This will link the
The high cost of new stops and the
route separation. New trams will Royal Parade corridor with the
need to reduce tram delays means
go on routes 96, 109, 19 and 112, in Peel-William Street tram lines.
that the overall number of stops
80These options can be The City of Melbourne has been Greenhouse emissions and
implemented in the short term, working with the Department energy cost
between 2011 and 2016. of Transport, the Department
of Planning and Community 75. Action: Advocate to increase
Victoria Parade, E-Gate and Development and adjacent the energy efficiency of
Haymarket Melbourne’s tram system and
municipalities to develop
the use of low-carbon and
The redevelopment of the E-Gate tram routes 96 and 109 as clean-source energy.
site will require high quality public examples of integrated transport
transport links into Docklands and and land use planning. Targets
the central city. A tram link via Tram route 96 is already one
Footscray Road and pedestrian of the most successful, and the Increase tram running speeds
access to the North Melbourne third most patronised, tram route The City of Melbourne’s analysis
train station will provide this. Future in Melbourne. However, current of accessibility showed that
extension of this route beyond running times between Spencer increasing tram speeds by 25
E-Gate to the Dynon Road corridor Street and East Brunswick are 40 per cent had a significant effect
will fit well with land use activity per cent slower than in 1950 (28 on the accessibility provided by
linking central Melbourne with the minutes today compared with the public transport network.
Footscray precinct. A tram line 20 minutes in 1950). Route 96
will stimulate activity and deliver trams spend 33 per cent of their Increase service frequency
high quality access and mobility journey time stationary. This is in Progressively increase the service
for commercial and residential addition to the 17 per cent of the frequency across the network
developments along this route. journey spent loading passengers. to increase the accessibility
Other initiatives include connecting This is a poor use of public provided by the service. The
the two sections of tram track on investment in the tram system. City of Melbourne’s analysis of
Victoria Parade, between Swanston accessibility showed that increasing
Street and Carlton Gardens, and 74. Priority Action: Work with
service frequency was a key part
Yarra Trams, The Department
linking the Errol Street service of improving the overall public
of Transport and VicRoads
with the Spencer Street corridor. to implement the 96 and transport accessibility. Frequencies
These initiatives can be 109 route upgrade projects, can be increased to a minimum of
implemented in the medium including ensuring that the 10 minutes in inter-peak times, by
term, between 2020 and 2030. network operating plan gives implementing actions to improve CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
good signal priority through running speed as well as adding
Fishermans Bend the city. more vehicles to the tram system.
Fishermans Bend is currently poorly
served by public transport. Any
future mixed use development of
this precinct must be accompanied
by high quality public transport
services. There are opportunities to
link Docklands and the 109 light rail
in Port Melbourne via the planned
Fishermans Bend development site.
73. Priority Action: Work with
the Department of Transport
and Yarra Trans and VicRoads
to implement the long term
reconfiguration and extension
of the tram network proposed
in this strategy.
Fig 7.7 Collins Street, Melbourne 81CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT
8 Bus
Goal Context strong patronage growth, and
provide an example of how buses
Melbourne’s bus network is
Buses will develop as experiencing similar growth to
can contribute to meeting the
mass transit task in Melbourne.
an efficient and other public transport modes, and
prioritised mode of this growth is forecast to continue. Issues
In inner Melbourne buses are a
public transport for complementary component of Reliability and travel times
residents, workers and the public transport network, in Buses in the central city are often
many cases filling gaps in the train
visitors to the city of and tram networks and feeding
delayed or obstructed by general
traffic, both legally and illegally.
Melbourne. Central city or extending these rail routes. Traffic using dedicated bus lanes,
bus routes, such as Buses currently link the central left turning vehicles which block
Lonsdale and Queen city with the Doncaster area, bus lanes, and general congestion,
Fishermans Bend, linking the affect bus travel speeds, reliability
streets will be Parkville precinct to North and the frequency of services.
improved for buses, Melbourne train station, and
offering late night transport Poor scheduled frequency
with travel times options, for example, NightRider. The infrequency of some services
reduced on these The use of NightRider buses has is a major issue for Melbourne’s
routes by 30 perƫcent. been growing strongly. Patronage bus network. Some routes
doubled to about 4,300 patrons operate as little as once or twice
per weekend after 2008, when per hour, and often do not offer
standard fares were applied. late night or weekend service.
Buses are well suited to late This is not a frequency level that
night operation. They are flexible the City of Melbourne regards
(services can be quickly increased as a minimum standard.
or rerouted to take account of
demand) run from ‘kerb-to-kerb’ Bus stop design
and can run on infrastructure Many bus stops are too short to
that already operates 24 hours cater for high-service bus routes
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
a day (the road network). and may need to be lengthened,
The City of Melbourne’s key CBD requiring the removal of some
bus corridors are Lonsdale Street on-street parking. Compared
(serving the Doncaster Area Rapid to tram stops, bus stops often
Transit and other services) and provide poor amenity.
Queen Street. In its busiest section, Network imbalances and gaps
Lonsdale Street carries more than
1200 buses per weekday. Queen In 2010 the Department of
Street carries nearly 750 buses. Transport initiated a bus service
Bus lanes have been installed on review for the Melbourne,
both sides of Lonsdale Street and Port Phillip and Yarra areas.
on one side of Queen Street. These This review contains many
projects were proposed in Moving recommendations for improving
People and Freight 2006-2020. bus services across the region.
The Doncaster Area Rapid Transit Greenhouse emissions and
(DART) is a series of effective high energy cost
capacity routes connecting the
The noise and air quality issues
central city to the Doncaster area.
associated with diesel fuelled
The routes continue to experience
buses are most prominent in
82the central city. These vehicles
144
can have a damaging impact
on inner urban amenity and the
environmental performance of
227
343
the public transport network as
a whole. Reliance on diesel also
exposes the bus industry to the
risks of future oil price fluctuations.
Objectives and actions 855
9
256
Balance and optimise the
1,25
160
269
network
Investment in the bus system can 860 256
747
be a relatively cost effective way
of improving public transport
service provision. Enhancing 113 44
existing bus routes or adding new
routes to the network can also
670
175
act as a precursor to future rail
and tram network extensions.
320
The initiatives proposed in the
Bus Service Review should
be implemented. Some of the
network changes and additional
bus network alterations are
shown in this strategy.
Fig 8.1 Daily Bus volumes in the Central City, Source: Department of Transport
Buses in North Melbourne should
be diverted to better integrate
with activity in the Errol Street
precinct. Use of Queensberry CITY OF MELBOURNE, TRANSPORT STRATEGY - 2012
Street for bus services should Australian bus patronage
respect the important role 2001-2010
of the street for cycling.
The developing urban renewal 190%
SE QLD
area around Arden-Macaulay
180%
will require excellent public
Relative to 2001-02 levels
transport. The details of the 170%
transport network in this area will 160%
be developed in the future. The 150%
City of Melbourne supports a bus
140% Perth
link from Racecourse Road to
130% Melbourne
North Melbourne train station, to
serve the land use development 120%
Adelaide
in this area. This bus route may 110% Hobart
mature over time and eventually 100%
Sydney Canberra
demand a tram service.
90%
Buses in Fishermans Bend can
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
be rationalised to benefit travel
times and untangle the central Fig 8.2, Australian bus patronage 2001-2010, Source: Bus Association of Victoria
83CITY OF MELBOURNE > TRANSPORT STRATEGY > EFFECTIVE AND INTEGRATED PUBLIC TRANSPORT > BUS
city components of these routes. Increase running speed lengthened to allow buses to
By terminating bus services at the A bus system that is not impacted move easily into and out of them.
western end of the central city by traffic congestion requires
and integrating these with the 81. Action: Extend bus stops
dedicated bus lanes, traffic signal where necessary by removing
train, tram and other trunk bus priority, safe and efficient stops on-street parking or other
routes, significant efficiencies can and interchanges. The system measures and improve bus
be gained without any great loss also needs to be managed in a stop amenity.
in convenience for passengers. way that reduces the impact of
There is scope to use the Lonsdale general traffic on bus operations. 82. Priority Action: Work with the
Street corridor for routes that Department of Transport to
For example, dedicated bus lanes
improve the performance of
enter the central city from the require enforcement, and other bus interchanges.
south and north, such as routes traffic impacts such as left turning
216 and 220. This realignment vehicles blocking bus lanes need Meet late night travel demand
will use the established Lonsdale to be closely monitored and with bus services
Street bus lanes and stops. avoided where possible. There is
Buses such as the NightRider
scope to incorporate automated
76. Priority Action: Work with service currently meet demand
enforcement techniques on key
the Department of Transport for late night travel on Friday and
high mobility streets, to ensure
and the Bus Association Saturday evenings. Expanding
for the implementation public transport priority is not
the times and days of NightRider
of the bus service review impeded by illegal driver behaviour.
services, improving capacity,
recommendations. and adding new routes to the
79. Priority Action: Work with
Bus operations in the central city the Department of Transport, network can help to improve public
have been greatly improved by the VicRoads and the Bus transport accessibility when train
introduction of bus lanes on key Association to improve the and tram services do not operate.
routes, such as Lonsdale Street. running speed of buses.
Queen Street, which acts as the 83. Priority Action: Work with the
80. Priority Action: Work with the Department of Transport and
central city’s key north-south
Department of Transport and Public Transport Victoria to
route, requires similar priority. VicRoads for separate bus improve the NightRider bus
77. Priority Action: Install north rights-of-way. service including consideration
bound bus lanes on Queen of smaller more flexible buses.
CITY OF MELBOURNE - TRANSPORT STRATEGY - 2012
Street in the central city.
Better stops and interchanges As the frequency of buses increases
There is a general need to improve on key central city routes, the
Increase service frequency the legibility of bus stops across impact of buses on the amenity of
The City of Melbourne’s analysis the network, including improved the footpath will increase. Buses
of the accessibility of the bus design, signage and information. run at a frequency of one per
network found that increasing The main bus interchange in the minute on Lonsdale Street. Many
bus speeds and service frequency city is at Lonsdale Street, near bus rapid transit systems around
to a minimum of 10 minutes in Spencer Street. This stop and the world run buses in the centre
inter-peak times significantly link with Southern Cross Station of the road in a similar way to how
improved the service provided by are important for the legibility Melbourne’s trams operate. This
the public transport network. and convenience of the public removes the buses from kerbside
transport network as a whole. conflicts such as turning vehicles
78. Priority Action: Work with Pedestrians at this location, and and reduces their impact on
the Department of Transport, at other major bus stops, such as footpath amenity. It also provides
VicRoads and the Bus Lonsdale Street near Swanston certainty to pedestrians about the
Association to improve bus Street, require the highest possible
frequency. position of buses on the road.
pedestrian amenity and safety.
Many bus stops may need to be
Fig 8.3 Proposed bus network changes
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